Control device for internal combustion engine

ABSTRACT

A control device comprising a first exhaust temperature calculation part calculating a temperature of exhaust flowing into a PM trapping device as a first exhaust temperature, a second exhaust temperature calculation part calculating a temperature of exhaust flowing out from the PM trapping device as a second exhaust temperature, a rate of change over time calculation part calculating a rate of change over time of the first exhaust temperature and a rate of change over time of the second exhaust temperature, and a judgment part judging if the PM trapping device is in a removed state removed from the exhaust passage based on a difference between the rate of change over time of the first exhaust temperature and the rate of change over time of the second exhaust temperature.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. Application No. 16/724,622filed Dec. 23, 2019, the entire contents of which is incorporated hereinby reference. U.S. application Ser. No. 16/724,622 claims the benefit ofpriority from prior Japanese Application No. 2018-241662 filed Dec. 25,2018 and Japanese Application. 2019-214722 filed Nov. 27, 2019.

FIELD

The present invention relates to a control device for an internalcombustion engine.

BACKGROUND

Japanese Unexamined Patent Publication No. 2007-138837 discloses ananti-theft device of an exhaust after-treatment system installed in anexhaust pipe of an internal combustion engine. It detects cutting ofelectrical wiring of a temperature sensor attached to the exhaustafter-treatment system so as to detect removal of the exhaustafter-treatment system from the exhaust pipe.

SUMMARY

However, in the above-mentioned conventional anti-theft device of anexhaust after-treatment system, there is the problem that if the exhaustafter-treatment system is removed from the exhaust pipe without cuttingthe electrical wiring of the temperature sensor, it is not possible todetect the removal of the exhaust after-treatment system from theexhaust pipe.

The present invention was made focusing on such a problem and has as itsobject to utilize a heat capacity of an exhaust after-treatment systemto detect if the exhaust after-treatment system has been removed fromthe exhaust pipe.

To solve the above problem, the internal combustion engine according toone aspect of the present invention is provided with an engine body andan exhaust after-treatment system installed in an exhaust passage of theengine body. Further, a control device for this internal combustionengine comprises a first exhaust temperature calculation part configuredto calculate a temperature of exhaust flowing into the exhaustafter-treatment system as a first exhaust temperature, a second exhausttemperature calculation part configured to calculate a temperature ofexhaust flowing out from the exhaust after-treatment system as a secondexhaust temperature, a rate of change over time calculation partconfigured to calculate a rate of change over time of the first exhausttemperature and a rate of change over time of the second exhausttemperature, and a judgment part configured to judge if a state is aremoved state where the exhaust after-treatment system is removed fromthe exhaust passage based on the difference between the rate of changeover time of the first exhaust temperature and the rate of change overtime of the second exhaust temperature.

According to this aspect of the present invention, it is possible toutilize a heat capacity of an exhaust after-treatment system to detectremoval of an exhaust after-treatment system from an exhaust pipe.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a schematic view of the configuration of an internalcombustion engine according to a first embodiment of the presentinvention and an electronic control unit for controlling the internalcombustion engine.

FIG. 2 is a view showing a temperature change etc. of a first exhausttemperature and a second exhaust temperature when operating an internalcombustion engine in a removed state where a PM trapping device isremoved.

FIG. 3 is a view showing a temperature change etc. of a first exhausttemperature and a second exhaust temperature when operating an internalcombustion engine in a normal state where a PM trapping device is notremoved.

FIG. 4 is a flow chart for explaining control for removal diagnosis fordiagnosing removal of a PM trapping device according to the firstembodiment of the present invention.

FIG. 5 is a flow chart for explaining details of processing forprecondition judgment according to the first embodiment of the presentinvention.

FIG. 6 is a flow chart for explaining details of processing for runcondition judgment according to the first embodiment of the presentinvention.

FIG. 7 is a flow chart for explaining details of processing for removaljudgment according to the first embodiment of the present invention.

FIG. 8 is a flow chart for explaining details of processing for removaljudgment according to a second embodiment of the present invention.

FIG. 9 is a schematic view of the configuration of an internalcombustion engine according to a third embodiment of the presentinvention and an electronic control unit for controlling the internalcombustion engine.

FIG. 10 is a flow chart for explaining control for estimation forcalculating an estimated first exhaust temperature.

FIG. 11 is a map for calculating an amount of temperature drop ofexhaust in a process of flowing through an exhaust pipe from a firstexhaust temperature sensor to the PM trapping device based on a flowrate of intake air and an outside air temperature.

FIG. 12 is a flow chart for explaining details of processing forjudgment of a nm condition according to a fourth embodiment of thepresent invention.

FIG. 13 is a schematic view of the configuration of a hybrid vehicle.

FIG. 14A is a time chart showing a temperature change etc. of a firstexhaust temperature and a second exhaust temperature when an internalcombustion engine is operated in a normal state where a PM trappingdevice is not removed at a normal vehicle.

FIG. 14B is a time chart showing a temperature change etc. of a firstexhaust temperature and a second exhaust temperature when an internalcombustion engine is operated in a normal state where a PM trappingdevice is not removed at a hybrid vehicle as an engine intermittentoperation vehicle.

FIG. 15 is a flow chart for explaining details of processing for runcondition judgment according to a fifth embodiment of the presentinvention.

FIG. 16 is a flow chart for explaining details of processing for runcondition judgment according to a sixth embodiment of the presentinvention.

FIG. 17 is a flow chart for explaining details of processing for runcondition judgment according to a seventh embodiment of the presentinvention.

FIG. 18 is a flow chart for explaining processing for removal judgmentaccording to an eighth embodiment of the present invention.

FIG. 19 shows one example of a table for calculating a correctioncoefficient based on an average value of first exhaust temperature.

FIG. 20 is a time chart explaining an operation for processing forremoval judgment according to the eighth embodiment of the presentinvention.

FIG. 21 shows one example of a table for setting a threshold value basedon an average value of first exhaust temperature.

FIG. 22 is a flow chart for explaining details of processing for removaljudgment according to a ninth embodiment of the present invention.

FIG. 23 is a flow chart for explaining details of processing for runcondition judgment according to a 10th embodiment of the presentinvention.

FIG. 24 is a time chart for explaining a reason why variation ofresponse speeds of exhaust temperature sensors becomes a factor behinddeterioration of an accuracy of judgment when judging if a state is aremoved state.

FIG. 25A is a view showing how a value which should be set as athreshold value changes due to variation of the response speeds of theexhaust temperature sensors when judging if a state is a removed statebased on the ratio Rio.

FIG. 25B is a view showing how a value to be set as a threshold valuechanges due to variation in response speeds of exhaust temperaturesensors when judging if a state is a removed state based on adifferential value Dio.

FIG. 26 is a flow chart for explaining learning control according to an11th embodiment of the present invention for learning a response speedof the first exhaust temperature sensor.

FIG. 27 is a flow chart for explaining details of processing forjudgment of a learning condition.

FIG. 28 is a view showing a difference in a learning use rate of changeover time LAin when acquiring a rate of change over time where a timederivative Ain′ becomes maximum as the learning use rate of change overtime LAin for each response speed of first exhaust temperature sensorfrom among rates of change over time Ain of the first exhausttemperature acquired at the time of acceleration where a certainconstant condition is satisfied for each first exhaust temperature atthe time of start of acceleration.

FIG. 29 is a flow chart for explaining details of processing for removaljudgment according to the 11th embodiment of the present invention.

FIG. 30A is a time chart showing, for each response speed of eachexhaust temperature sensor, the temperature changes etc. of a firstexhaust temperature and a second exhaust temperature at a time ofacceleration in a case where the internal combustion engine is beingoperated in a normal state where the PM trapping device is not removed.

FIG. 30B is a time chart showing, for each response speed of eachexhaust temperature sensor, the temperature changes etc. of a firstexhaust temperature and a second exhaust temperature at a time ofacceleration in a case where the internal combustion engine is beingoperated in a normal state where the PM trapping device is not removed.

FIG. 31 is a view explaining response of a certain exhaust temperaturesensor. FIG. 32 is a view showing calculation of a rate of change overtime of exhaust temperature in a certain time period every response timeconstant of the exhaust temperature sensor based on a numerical formula.

FIG. 33 is a flow chart for explaining details of processing for runcondition judgment according to a 12th embodiment of the presentinvention.

FIG. 34 is a flow chart for explaining details of processing for runcondition judgment according to a 13th embodiment of the presentinvention.

DESCRIPTION OF EMBODIMENTS

Below, referring to the drawings, embodiments of the present inventionwill be explained in detail. Note that, in the following explanation,similar component elements will be assigned the same reference signs.

First Embodiment

FIG. 1 is a schematic view of the configuration of an internalcombustion engine 100 and an electronic control unit 200 for controllingthe internal combustion engine 100 according to a first embodiment ofthe present invention.

The internal combustion engine 100 according to the present embodimentis a spark ignition type gasoline engine provided with an engine body 10including a plurality of cylinders 11 and with an exhaust system 20.Note that, the type of the internal combustion engine 100 is notparticularly limited and may also be a premix charged compressiveignition type gasoline engine or may be a diesel engine.

The engine body 10 burns fuel injected from fuel injectors 12 at theinside of the cylinders 11 to thereby, for example, generate power fordriving the vehicle etc. Note that, in FIG. 1, to keep the figure frombecoming complicated, illustration of the intake system, spark plugs,etc. is omitted. Further, the fuel injection system is not limited to adirect injection system and may also be a port injection system.

The exhaust system 20 is a system for purifying exhaust gas (combustiongas) produced inside the cylinders 11 and discharging it into theoutside air and is provided with an exhaust manifold 21, exhaust pipe22, and exhaust after-treatment system 30.

The exhaust produced in the cylinders 11 of the engine body 10 iscollected by the exhaust manifold 21 and discharged into the exhaustpipe 22. The exhaust contains unburned gases (carbon monoxide (CO) andhydrocarbons (HC)) and nitrogen oxides (NO_(X)), particulate matter(PM), and other harmful substances. For this reason, in the presentembodiment, the exhaust pipe 22 is provided with a catalyst device 40and PM trapping device 50 as an exhaust after-treatment system 30 forremoving these harmful substances in the exhaust. Further, in thepresent embodiment, a first exhaust temperature sensor 53 and a secondexhaust temperature sensor 54 are provided in the exhaust pipe 22 beforeand after the PM trapping device 50.

The catalyst device 40 is provided with a casing 41 and an exhaustpurification catalyst 42 supported on a honeycomb shaped support made ofcordierite (ceramic) held inside the casing 41. The exhaust purificationcatalyst 42 is, for example, an oxidation catalyst (two-way catalyst) orthree-way catalyst. The invention is not limited to these. A suitablecatalyst can be used in accordance with the type or application of theinternal combustion engine 100. In the present embodiment, a three-waycatalyst is used as the exhaust purification catalyst 42. If using athree-way catalyst as the exhaust purification catalyst 42, the unburnedgases (CO and HC) and NO_(X) in the exhaust flowing into the catalystdevice 40 are removed by the exhaust purification catalyst 42.

The PM trapping device 50 is provided in the exhaust pipe 22 at thedownstream side from the catalyst device 40 in the direction of exhaustflow. The PM trapping device 50 is provided with a casing 51 and a wallflow type of filter 52 held inside the casing 51. Due to the filter 52,the PM in the exhaust flowing into the PM trapping device 50 is trapped.Further, in the present embodiment, this filter 52 as well is made tosupport a three-way catalyst as an exhaust purification catalyst. Due tothis, in the PM trapping device 50 as well, it is made possible toremove the unburned gases and NO_(X) in the exhaust flowing into the PMtrapping device 50. Note that, the exhaust purification catalystsupported at the filter 52 is not limited to a three-way catalyst. It ispossible to use a suitable catalyst in accordance with the type orapplication of the internal combustion engine 100.

In the case where the internal combustion engine 100 is a gasolineengine, the PM trapping device 50 is sometimes called a “GPF (gasolineparticulate filter)”, while in the case where the internal combustionengine 100 is a diesel engine, it is sometimes called a “DPF (dieselparticulate filter)”.

The first exhaust temperature sensor 53 is a sensor for detecting thetemperature of the exhaust flowing in to the inside of the PM trappingdevice 50 (below, referred to as the “first exhaust temperature”). Inthe present embodiment, the first exhaust temperature sensor 53 isattached to the exhaust pipe 22 in the vicinity of the inlet side of thePM trapping device 50.

The second exhaust temperature sensor 54 detects the temperature of theexhaust flowing out from the PM trapping device 50 (below, referred toas the “second exhaust temperature”). In the present embodiment, thesecond exhaust temperature sensor 54 is attached to the exhaust pipe 22in the vicinity of the outlet of the PM trapping device 50.

The electronic control unit 200 is a microcomputer provided withcomponents connected with each other by a bidirectional bus such as acentral processing unit (CPU), read only memory (ROM) or random accessmemory (RAM) or various other memories, an input port, and an outputport.

The electronic control unit 200 receives as input the output signalsfrom various types of sensors such as the above-mentioned first exhausttemperature sensor 53 and second exhaust temperature sensor 54 plus anair flow meter 211 for detecting the flow rate of intake air Ga [g/s]being taken into the engine body 10, an outside air temperature sensor212 for detecting the outside air temperature, a load sensor 213generating an output voltage proportional to the amount of depression ofan accelerator pedal (not shown) corresponding to the load of the enginebody 10 (engine load), and a crank angle sensor 214 generating an outputpulse each time a crankshaft (not shown) of the engine body 10 forexample rotates by 15° as a signal for calculating the engine speed etc.

The electronic control unit 200 controls the fuel injectors 12 etc. tocontrol the internal combustion engine 100 based on output signals ofthe various types of sensors which are input etc.

Further, the electronic control unit 200 performs self diagnosis fordetecting abnormalities in the exhaust system 20 so that the internalcombustion engine 100 is not operated in a state where the amount ofdischarge of harmful substances discharged through the exhaust system 20into the outside air has exceeded the control values set by thegovernment etc.

For example, if the internal combustion engine 100 is operated in theremoved state where the PM trapping device 50 has been removed (statewhere piping of same size as exhaust pipe 22 has been connected in placeof the PM trapping device 50 due to theft or vehicle remodeling etc. atthe position where the PM trapping device 50 had been attached), theamount of discharge of PM discharged through the exhaust system 20 intothe outside air will be liable to exceed the control value. Therefore,the present embodiment performs self diagnosis as to whether theinternal combustion engine 100 is being operated in the removed statewhere the PM trapping device 50 has been removed, that is, performsdiagnosis of removal of whether the PM trapping device 50 has beenremoved.

Below, details of the diagnosis of removal of the PM trapping device 50according to the present embodiment will be explained with reference toFIG. 2 and FIG. 3.

FIG. 2 is a time chart showing the changes in temperature of the firstexhaust temperature and the second exhaust temperature etc. when theinternal combustion engine 100 has been operated in the removed statewhere the PM trapping device 50 has been removed. On the other hand,FIG. 3 is a time chart showing the changes in temperature of the firstexhaust temperature and the second exhaust temperature etc. when theinternal combustion engine 100 has been operated in the normal statewhere the PM trapping device 50 has not been removed.

As shown in FIG. 2(A), in the removed state where the PM trapping device50 has been removed, the heat of the exhaust flowing from the firstexhaust temperature sensor 53 to the second exhaust temperature sensor54 is just discharged to the outside air through piping connected to theposition where the PM trapping device 50 had been attached, so althoughthe second exhaust temperature becomes lower than the first exhausttemperature, the shape of the curve of temperature change of the secondexhaust temperature becomes substantially the same shape as the shape ofthe curve of temperature change of the first exhaust temperature.

For this reason, as shown in FIG. 2(B), the rate of change over time Ainof the first exhaust temperature [° C./s] (that is, the slant of thecurve of temperature change of the first exhaust temperature) and therate of change over time Aout of the second exhaust temperature [° C./s](that is, the slant of the curve of temperature change of the secondexhaust temperature) become substantially the same values. As shown inFIG. 2(C), the differential value Dio of the absolute value of the rateof change over time Ain of the first exhaust temperature and theabsolute value of the rate of change over time Aout of the secondexhaust temperature basically becomes zero.

As a result, in the removed state where the PM trapping device 50 hasbeen removed, as shown in FIG. 2(D), an integrated value IDio of thedifferential value Dio also basically becomes zero (or a value close tozero).

As opposed to this, as shown in FIG. 3(A), in the normal state where thePM trapping device 50 has not been removed, the temperature change ofthe second exhaust temperature becomes more moderate than thetemperature change of the first exhaust temperature by exactly theamount of the heat capacity of the PM trapping device 50.

For example, as shown in FIG. 3(A), in the case where the first exhausttemperature is rising, when the temperature of the PM trapping device 50is lower than the first exhaust temperature, heat of the exhaust flowinginto the PM trapping device 50 is robbed by the PM trapping device 50,so the amount of rise of the second exhaust temperature becomes smallerthan the amount of rise of the first exhaust temperature. Therefore, asshown in FIG. 3(B), if comparing the absolute value of the rate ofchange over time Ain of the first exhaust temperature and the absolutevalue of the rate of change over time Aout of the second exhausttemperature, the absolute value of the rate of change over time Aout ofthe second exhaust temperature becomes smaller than the absolute valueof the rate of change over time Ain of the first exhaust temperature.

Further, in the case where the first exhaust temperature is falling,when the temperature of the PM trapping device 50 is higher than thefirst exhaust temperature, the exhaust flowing into the PM trappingdevice 50 receives heat from the PM trapping device 50, so the extent ofdrop of the second exhaust temperature becomes smaller than the amountof drop of the first exhaust temperature. Therefore, as shown in FIG.3(B), if comparing the absolute value of the rate of change over timeAin of the first exhaust temperature and the absolute value of the rateof change over time Aout of the second exhaust temperature, the absolutevalue of the rate of change over time Aout of the second exhausttemperature becomes smaller than the absolute value of the rate ofchange over time Ain of the first exhaust temperature.

For this reason, as shown in FIG. 3(B), the rate of change over time Ainof the first exhaust temperature and the rate of change over time Aoutof the second exhaust temperature do not become the same value and, asshown in FIG. 3(C), the differential value Dio arises. As a result, inthe normal state where the PM trapping device 50 has not been removed,as shown in FIG. 3(D), an integrated value IDio of the differentialvalue Dio gradually becomes larger.

Therefore, during operation of the internal combustion engine 100, if anintegrated value IDio of the differential value Dio of the absolutevalue of the rate of change over time Ain of the first exhausttemperature and the absolute value of the rate of change over time Aoutof the second exhaust temperature in a certain constant time period isless than a predetermined threshold value Ith, it is possible to judgethat the state is a removed state where the PM trapping device 50 hasbeen removed.

In this way, in the present embodiment, whether the state is a removedstate is judged based on the difference between the rate of change overtime Ain of the first exhaust temperature and the rate of change overtime Aout of the second exhaust temperature, but, for example, it mayalso be considered to judge whether the state is a removed state justbased on the temperature difference between the first exhausttemperature and the second exhaust temperature. However, the inventorsengaged in intensive research and as a result learned that the followingproblem arises with this latter method.

That is, the first exhaust temperature sensor 53 and the second exhausttemperature sensor 54, for example, sometimes cannot be attached nearthe PM trapping device 50 due to mounting space or problems with heatresistance. If so, for example, if the first exhaust temperature sensor53 has been attached to a position away from the inlet of the PMtrapping device 50, the temperature of the exhaust will fall in theprocess of the exhaust flowing through the exhaust pipe 22 from thefirst exhaust temperature sensor 53 to the PM trapping device 50 due toheat being radiated from the exhaust pipe 22. Further, if the secondexhaust temperature sensor 54 has been attached to a position away fromthe PM trapping device 50, the temperature of the exhaust will fall inthe process of the exhaust flowing through the exhaust pipe 22 from thePM trapping device 50 to the second exhaust temperature sensor 54 due toheat being radiated from the exhaust pipe 22.

Therefore, the further the positions of attachment of the exhausttemperature sensors 53 and 54 from the PM trapping device 50, thegreater the error between the temperature difference of the firstexhaust temperature and the second exhaust temperature detected by theexhaust temperature sensors 53 and 54 and the actual temperaturedifference arising before and after the PM trapping device 50. As aresult, the further the positions of attachment of the exhausttemperature sensors 53 and 54 from the PM trapping device 50, the higherthe possibility of mistakenly judging the state to be a removed stateregardless of the state being a normal state or of mistakenly judgingthe state to be a normal state regardless of the state being a removedstate.

If, in this way, trying to judge whether the state is a removed statejust based on the temperature difference between the first exhausttemperature and the second exhaust temperature, the problem arises thatthe further the positions of attachment of the first exhaust temperaturesensor 53 and the second exhaust temperature sensor 54 from the PMtrapping device 50, the worse the accuracy of judgment due to the effectof heat radiated from the exhaust pipe 22.

As opposed to this, if considering the rate of change over time Ain ofthe first exhaust temperature, that is, the slant of the curve oftemperature change of the first exhaust temperature, since the amount ofheat radiated from the exhaust pipe 22 per unit length is basicallyconstant, even if the first exhaust temperature sensor 53 had beenattached to a position away from the inlet of the PM trapping device 50,the slant of the curve of temperature change of the first exhausttemperature in the process of exhaust flowing through the exhaust pipe22 from the first exhaust temperature sensor 53 to the inlet of the PMtrapping device 50 becomes basically constant. For this reason, thedifference between the slant of the curve of temperature change of thefirst exhaust temperature at the position separated from the inlet ofthe PM trapping device 50 and the slant of the curve of temperaturechange of the first exhaust temperature near the inlet of the PMtrapping device 50 is small.

Further, if considering the rate of change over time Aout of the secondexhaust temperature, that is, the slant of the curve of temperaturechange of the second exhaust temperature, a certain degree of distance(time) is required until the slant of the curve of temperature change ofthe second exhaust temperature changes to the slant affected by theradiation of heat from the exhaust pipe 22 in the process of exhaust gasflowing through the exhaust pipe 22 from the outlet of the PM trappingdevice 50 to the second exhaust temperature sensor 54. For this reason,the difference between the slant of the curve of temperature change ofthe second exhaust temperature near the outlet of the PM trapping device50 and the slant of the curve of temperature change of the secondexhaust temperature at a position a certain degree of distance away fromthe outlet of the PM trapping device 50 is also small.

Therefore, by judging whether the state is a removed state based on thedifference between the rate of change over time Ain of the first exhausttemperature and the rate of change over time Aout of the second exhausttemperature like in the present embodiment, it is possible to moreaccurately judge whether the state is a removed state than when judgingwhether the state is a removed state based simply on the temperaturedifference between the first exhaust temperature and the second exhausttemperature.

FIG. 4 is a flow chart for explaining diagnosis of removal fordiagnosing removal of the PM trapping device 50 according to thispresent embodiment.

At step S1, the electronic control unit 200 performs processing forprecondition judgment for judging if a precondition for detectingremoval of the PM trapping device 50 stands. Details of the processingfor precondition judgment will be explained later with reference to FIG.5.

At step S2, the electronic control unit 200 judges if a preconditionstanding flag F1 has been set to “1”. The precondition standing flag F1is a flag set to “1” or “0” in the processing for precondition judgment.The initial value of the precondition standing flag F1 is set to “0”.The flag is set to “1” when it is judged in the processing forprecondition judgment that the precondition for detecting removal of thePM trapping device 50 stands. If the precondition standing flag F1 isset to “1”, the electronic control unit 200 proceeds to the processingof step S3. On the other hand, if the precondition standing flag F1 isset to “0”, the electronic control unit 200 ends the current processing.

At step S3, the electronic control unit 200 performs processing for runcondition judgment for judging if a run condition for accuratelydetecting removal of the PM trapping device 50 stands. Details of theprocessing for run condition judgment will be explained later withreference to FIG. 6.

At step S4, the electronic control unit 200 judges if a run conditionstanding flag F2 has been set to “1”. The rim condition standing flag F2is a flag set to “1” or “0” in the processing for run conditionjudgment. The initial value of the nm condition standing flag F2 is setto “0”. The flag is set to “1” when it is judged that the run conditionfor accurately detecting removal of the PM trapping device 50 stands inthe processing for run condition judgment. If the run condition standingflag F2 is set to “1”, the electronic control unit 200 proceeds to theprocessing of step S5. On the other hand, if the run condition standingflag F2 is set to “0”, the electronic control unit 200 ends the currentprocessing.

At step S5, the electronic control unit 200 performs processing forremoval judgment for judging if the PM trapping device 50 has beenremoved. Details of the processing for removal judgment will beexplained later with reference to FIG. 7.

FIG. 5 is a flow chart for explaining details of processing forprecondition judgment.

At step S11, the electronic control unit 200 judges if judgment as towhether the PM trapping device 50 has been removed has still not beenperformed in a current trip (during one trip of vehicle). In the presentembodiment, if the nm completion flag F3 of the later explainedprocessing for removal judgment (see FIG. 7) is set to “0”, theelectronic control unit 200 judges that judgment as to whether the PMtrapping device 50 has been removed has still not been performed in thecurrent trip and proceeds to the processing of step S12. On the otherhand, if the run completion flag F3 of the later explained processingfor removal judgment is set to “1”, the electronic control unit 200judges that judgment as to whether the PM trapping device 50 has beenremoved has already been performed during the current trip and proceedsto the processing of step S15.

At step S12, the electronic control unit 200 judges if the sensorsrequired for calculating parameters used for performing the processingfor removal judgment might have malfunctioned. In the presentembodiment, the electronic control unit 200 judges whether the firstexhaust temperature sensor 53 and the second exhaust temperature sensor54 might have malfunctioned. If the first exhaust temperature sensor 53and the second exhaust temperature sensor 54 have not malfunctioned, theelectronic control unit 200 proceeds to the processing of step S13. Onthe other hand, if either of the first exhaust temperature sensor 53 orthe second exhaust temperature sensor 54 has malfunctioned, theelectronic control unit 200 proceeds to the processing of step S15.

At step S13, the electronic control unit 200 judges if the sensors usedfor judging if the run condition stands in the processing for runcondition judgment might have malfunctioned. In the present embodiment,the electronic control unit 200 judges whether the first exhausttemperature sensor 53, air flow meter 211, and outside air temperaturesensor 212 might have malfunctioned. If the first exhaust temperaturesensor 53, air flow meter 211, and outside air temperature sensor 212have not malfunctioned, the electronic control unit 200 proceeds to theprocessing of step S14. On the other hand, if any one of the firstexhaust temperature sensor 53, air flow meter 211, or outside airtemperature sensor 212 has malfunctioned, the electronic control unit200 proceeds to the processing of step S15.

At step S14, the electronic control unit 200 sets the preconditionstanding flag F1 to “1”.

At step S15, the electronic control unit 200 sets the preconditionstanding flag F1 to “0”.

FIG. 6 is a flow chart for explaining details of processing for runcondition judgment.

At step S31, the electronic control unit 200 judges if the outside airtemperature calculated based on the detection value of the outside airtemperature sensor 212 is a predetermined temperature (for example,−15[° C.]) or more. If the outside air temperature is the predeterminedtemperature or more, the electronic control unit 200 proceeds to theprocessing of step S32. On the other hand, if the outside airtemperature is less than the predetermined temperature, the electroniccontrol unit 200 proceeds to the processing of step S35. Note that, sucha judgment is performed due to the following reason.

As explained above, in the removed state where the PM trapping device 50has been removed, the heat of the exhaust flowing from the first exhausttemperature sensor 53 to the second exhaust temperature sensor 54 isradiated to the outside air through the piping which was connected tothe position where the PM trapping device 50 had been attached. At thistime, when the outside air temperature is low, the amount of heatradiated to the outside air becomes greater compared to when it is high.For this reason, when the outside air temperature is low, due to theeffect of the amount of heat radiated to the outside air becominggreater, the shape of the curve of temperature change of the secondexhaust temperature at the tune of the removed state is liable to notbecome the same shape as the shape of the curve of temperature change ofthe first exhaust temperature and the accuracy of the judgment ofwhether the state is a removed state is liable to fall.

At step S32, the electronic control unit 200 judges if the flow rate Ge[g/s] of exhaust flowing into the PM trapping device 50 (below, referredto as the “exhaust flow rate”) falls within a predetermined range. Ifthe exhaust flow rate Ge falls within a predetermined range, theelectronic control unit 200 proceeds to the processing of step S33. Onthe other hand, if the exhaust flow rate Ge does not fall within thepredetermined range, the electronic control unit 200 proceeds to theprocessing of step S35.

The reason why this judgment is performed is that detecting a change oftemperature of the first exhaust temperature and the second exhausttemperature requires at least the exhaust flowing into the PM trappingdevice 50, and that the greater the exhaust flow rate Ge, even if heatis robbed by the PM trapping device 50 or conversely heat is receivedfrom the PM trapping device 50, the change of temperature of the exhaustpassing through the PM trapping device 50 will become smaller. That is,at the time of the normal state where the PM trapping device 50 has notbeen removed, if the exhaust flow rate Ge becomes greater, it willbecome harder to discern a difference between the rate of change overtime Ain of the first exhaust temperature and the rate of change overtime Aout of the second exhaust temperature and the accuracy of judgmentof whether the state is a removed state is liable to fall.

In the present embodiment, at step S32, the electronic control unit 200judges if the following formula (1) has been satisfied, that is, if theexhaust flow rate Ge is a predetermined lower limit flow rate Ge_l (forexample, 2 [g/s]) or more and a predetermined upper limit flow rate Ge_h(for example, 20 [g/s]) or less.

Ge_l≤Ge≤Ge_h   (1)

Note that the exhaust flow rate Ge may simply be made the flow rate ofintake air Ga [g/s] calculated based on the detection value of the airflow meter 211, but in the present embodiment, the sum of the flow rateof intake air Ga and the mass flow rate Gf [g/s] of the fuel ejectedfrom the fuel injectors 12 is calculated as the exhaust flow rate Ge(=Ga+Gf).

At step S33, the electronic control unit 200 judges if an integratedvalue IGa of the flow rate of intake air Ga from startup of the internalcombustion engine 100 is a predetermined first integrated value IGa_th1or more. The “startup of the internal combustion engine 100” for exampleincludes restart in the case where the internal combustion engine 100 isstarted and stopped a plurality of times during one trip in a vehicleprovided with an idling stop function or in a hybrid vehicle. If theintegrated value IGa from startup of the internal combustion engine 100is the first integrated value IGa_th1 or more, the electronic controlunit 200 proceeds to the processing of step S34. On the other hand, ifthe integrated value IGa from startup of the internal combustion engine100 is less than the first integrated value IGa_th1, the electroniccontrol unit 200 proceeds to the processing of step S35.

Note that, such a judgment is performed for the following reason. Thatis, right after the startup of the internal combustion engine 100, inthe removed state where the PM trapping device 50 has been removed, thepiping connected to the position where the PM trapping device 50 hadbeen attached is relatively low in temperature, so the amount ofdischarge of heat from this piping tends to become great. For thisreason, in the same way as when the outside air temperature is low, theshape of the curve of temperature change of the second exhausttemperature at the time of the removed state is liable to not become thesame shape as the shape of the curve of temperature change of the firstexhaust temperature and the accuracy of judgment of whether the state isa removed state is liable to fall. Note that the first integrated valueIGa_th1 is made a predetermined constant value in the presentembodiment, but, for example, it may also be made a variable valuebecoming larger the longer the stopped time of the internal combustionengine 100.

At step S34, the electronic control unit 200 sets the run conditionstanding flag F2 to “1.”

At step S35, the electronic control unit 200 sets the nm conditionstanding flag F2 to “0.”

FIG. 7 is a flow chart for explaining details of the processing forremoval judgment.

At step S51, the electronic control unit 200 calculates the rate ofchange over time Ain of the first exhaust temperature based on thedetection value of the first exhaust temperature sensor 53 andcalculates the rate of change over time Aout of the second exhausttemperature based on the detection value of the second exhausttemperature sensor 54.

At step S52, the electronic control unit 200 calculates the differentialvalue Dio (=|Ain|−|Aout|) between the absolute value of the rate ofchange over time Ain of the first exhaust temperature and the absolutevalue of the rate of change over time Aout of the second exhausttemperature.

At step S53, the electronic control unit 200 calculates an integratedvalue IDio of the differential value Dio (=IDio (previous value)+Dio).

At step S54, the electronic control unit 200 calculates the number ofsamples N (=N (previous value)+1) of the differential value Dio usedwhen calculating the integrated value IDio, that is, the number ofvalues of the differential value Dio integrated.

At step S55, the electronic control unit 200 judges if the number ofsamples N is a predetermined number Nth or more. If the number ofsamples N is the predetermined number Nth or more, the electroniccontrol unit 200 proceeds to the processing of step S56. On the otherhand, if the number of samples N is less than the predetermined numberNth, the electronic control unit 200 ends the current processing.

At step S56, the electronic control unit 200 judges if the integratedvalue IDio is a predetermined threshold value Ith or more. If theintegrated value IDio is the predetermined threshold value Ith or more,the electronic control unit 200 proceeds to the processing of step S57.On the other hand, if the integrated value IDio is less than thepredetermined threshold value Ith, the electronic control unit 200proceeds to the processing of step S58.

At step S57, the electronic control unit 200 judges that the state is anormal state where the PM trapping device 50 has not been removed.

At step S58, the electronic control unit 200 judges that the state is aremoved state where the PM trapping device has been removed.

At step S59, the electronic control unit 200 returns the integratedvalue IDio to the initial value of zero and sets the run completion flagF3 of the processing for removal judgment to 1. The run completion flagF3 of the processing for removal judgment is returned to the initialvalue of 0 at the time of the end of the trip or the time of the start.

The internal combustion engine 100 according to the present embodimentexplained above is provided with the engine body 10 and the PM trappingdevice 50 as the exhaust after-treatment system 30 provided in theexhaust pipe 22 (exhaust passage) of the engine body 10. Further, theelectronic control unit 200 (control device) for controlling thisinternal combustion engine 100 is provided with a first exhausttemperature calculation part calculating the temperature of the exhaustflowing into the PM trapping device 50 as a first exhaust temperature, asecond exhaust temperature calculation part calculating the temperatureof the exhaust flowing out from the PM trapping device 50 as a secondexhaust temperature, a rate of change over time calculation partcalculating a rate of change over time Ain of the first exhausttemperature and a rate of change over time Aout of the second exhausttemperature, and a judgment part judging if the state is a removed statewhere the PM trapping device 50 has been removed from the exhaust pipe22 based on the difference between the rate of change over time Ain ofthe first exhaust temperature and the rate of change over time Aout ofthe second exhaust temperature.

Note that in the present embodiment, the first exhaust temperaturecalculation part calculates the first exhaust temperature based on thedetection value of the first exhaust temperature sensor 53 provided inthe exhaust pipe 22 at the upstream side of the PM trapping device 50 inthe direction of exhaust flow. Further, the second exhaust temperaturecalculation part calculates the second exhaust temperature based on thedetection value of the second exhaust temperature sensor 54 provided inthe exhaust pipe 22 at the downstream side from the PM trapping device50 in the direction of exhaust flow.

By judging if the state is a removed state based on the differencebetween the rate of change over time Ain of the first exhausttemperature and the rate of change over time Aout of the second exhausttemperature in this way, it is possible to utilize the heat capacity ofthe PM trapping device 50 to accurately detect removal of the PMtrapping device 50 from the exhaust pipe 22.

Further, by judging if the state is a removed state based on thedifference between the rate of change over time Ain of the first exhausttemperature and the rate of change over time Aout of the second exhausttemperature in this way, even if the position of attachment of the firstexhaust temperature sensor 53 and the second exhaust temperature sensor54 is away from the PM trapping device 50, it is possible to accuratelyjudge if the state is a removed state compared with when judging if thestate is a removed state based on simply the temperature differencebetween the first exhaust temperature and the second exhausttemperature.

Further, the first exhaust temperature sensor 53 and the second exhausttemperature sensor 54 sometimes vary in their detection values withinranges of allowable error for individual sensors due to individualdifferences. Therefore, if judging if the state is a removed state basedon the temperature difference between the first exhaust temperature andthe second exhaust temperature, the accuracy of judgment is liable tofall due to the effect of the variations in detection values due to suchindividual differences in the first exhaust temperature sensor 53 andthe second exhaust temperature sensor 54. As opposed to this, by judgingif the state is a removed state based on the difference between the rateof change over time Ain of the first exhaust temperature and the rate ofchange over time Aout of the second exhaust temperature like in thepresent embodiment, it is possible to eliminate the variation indetection values arising due to such individual differences, so it ispossible to keep the accuracy of judgment from falling.

The judgment part according to the present embodiment more specificallyis provided with a differential value calculation part calculating adifferential value Dio of the absolute value of the rate of change overtime Ain of the first exhaust temperature and the absolute value of therate of change over time of the second exhaust temperature and anintegrated value calculation part calculating an integrated value IDioobtained by integrating a certain number or more of the values of thedifferential value Dio. It is configured so that if the integrated valueIDio is less than a predetermined threshold value Ith, it judges thatthe state is a removed state.

By judging if the state is a removed state based on the integrated valueIDio obtained by integrating a certain number or more of the values ofthe differential value Dio in this way, it is possible to judge if thestate is a removed state more accurately.

Further, the judgment part according to the present embodiment isfurther configured so that when a predetermined condition stands, itperforms judgment of whether the state is a removed state based on thedifference between the rate of change over time Ain of the first exhausttemperature and the rate of change over time Aout of the second exhausttemperature. The predetermined condition is that the exhaust flow rateGe be a predetermined lower limit flow rate Ge_l or more.

When exhaust is not flowing, that is, when heat is not being transferredbetween the PM trapping device 50 and the exhaust, the rate of changeover time Ain of the first exhaust temperature and the rate of changeover time Aout of the second exhaust temperature basically end upbecoming the same value, so the state is liable to be mistakenly judgedto be a removed state. For this reason, by judging if the state is aremoved state if the exhaust flow rate Ge is a predetermined lower limitflow rate Ge_l or more, it is possible to improve the accuracy ofjudgment of whether the state is a removed state.

Further, in the present embodiment, as a predetermined condition, theexhaust flow rate Ge being a predetermined upper limit flow rate Ge_h orless larger than the lower limit flow rate Ge_l is further added.

If the exhaust flow rate Ge becomes greater, even if heat is robbed bythe PM trapping device 50 or conversely heat is received from the PMtrapping device 50, the change of temperature of the exhaust passingthrough the PM trapping device 50 becomes smaller. Therefore, byperforming the judgment as to if the state is a removed state if theexhaust flow rate Ge is the upper limit flow rate Ge_h or less, it ispossible to improve the accuracy of judgment of whether the state is aremoved state.

Further, in the present embodiment, as a predetermined condition, theoutside air temperature being a predetermined temperature or more isfurther added.

As explained above, in the removed state where the PM trapping device 50has been removed, the heat of the exhaust flowing from the first exhausttemperature sensor 53 to the second exhaust temperature sensor 54 isradiated to the outside air through the piping connected to the positionwhere the PM trapping device 50 was attached. At this time, when theoutside air temperature is low, compared to when it is high, the amountof heat radiated to the outside air becomes greater. For this reason,when the outside air temperature is low, due to the effect of the amountof heat radiated to the outside air becoming greater, the shape of thecurve of temperature change of the second exhaust temperature at thetime of the removed state is liable to not become the same shape as theshape of the curve of temperature change of the first exhausttemperature and the accuracy of judgment of whether the state is aremoved state is liable to fall. Therefore, by performing judgment as towhether the state is a removed state when the outside air temperature isa predetermined temperature or more, it is possible to improve theaccuracy of judgment of whether the state is a removed state.

Further, in the present embodiment, as a predetermined condition, theintegrated value IGa of the flow rate of intake air Ga from when theinternal combustion engine 100 is started up being a first integratedvalue (predetermined integrated value) IGa_th1 or more is further added.

Right after the startup of the internal combustion engine 100, in aremoved state where the PM trapping device 50 has been removed, thepiping connected to the position where the PM trapping device 50 hadbeen attached is relatively low in temperature, so the amount ofradiation of heat from this piping tends to become great. For thisreason, in the same way as when the outside air temperature is low, theshape of the curve of temperature change of the second exhausttemperature at the time of a removed state is liable to not become thesame shape as the shape of the curve of temperature change of the firstexhaust temperature and the accuracy of judgment of whether the state isa removed state is liable to fall. Therefore, by performing the judgmentof whether the state is a removed state when an integrated value IGa ofthe flow rate of intake air Ga is the first integrated value IGa_th1 ormore, it is possible to improve the accuracy of judgment of whether thestate is a removed state.

Note that it is also possible to calculate the engine stopping time fromwhen the internal combustion engine 100 is stopped to when it isrestarted and make the first integrated value IGa_th1 larger when theengine stopping time is long compared to when it is short. Due to this,it is possible to judge if the state is a removed state at a suitabletiming corresponding to the degree of drop of temperature of the exhaustpassage after the engine is stopped.

Second Embodiment

Next, a second embodiment of the present invention will be explained.This embodiment differs from the first embodiment on the point that theaverage value ADio of differential value Dio is compared with apredetermined threshold value Ath to judge whether the state is aremoved state. Below, the point of difference will be focused on in theexplanation.

FIG. 8 is a flow chart for explaining details of processing for removaljudgment according to the present embodiment. Note that in FIG. 8, thecontents of the processing from step S51 to step S55 and the processingfrom step S57 to step S59 are contents similar to the processingexplained above in the first embodiment, so here explanations will beomitted.

At step S61, the electronic control unit 200 divides the integratedvalue IDio by the number of samples N of the differential value Dio usedwhen calculating the integrated value IDio so as to calculate theaverage value ADio of the differential value Dio and judges if thisaverage value ADio is a predetermined threshold value Ath or more. Ifthe average value ADio is the predetermined threshold value Ath or more,the electronic control unit 200 proceeds to the processing of step S57.On the other hand, if the average value ADio is less than thepredetermined threshold value Ath, the electronic control unit 200proceeds to the processing of step S58.

As shown in the embodiment explained above, even if calculating thedifferential value of the absolute value of the rate of change over timeAin of the first exhaust temperature and the absolute value of the rateof change over time Aout of the second exhaust temperature, calculatingthe average value ADio of a constant number or more of the differentialvalues Dio, and judging that the state is a removed state if the averagevalue ADio is less than a predetermined threshold value Ath,advantageous effects similar to the first embodiment can be obtained.

Third Embodiment

Next, a third embodiment of the present invention will be explained.This embodiment differs from the first embodiment in the position ofattachment of the first exhaust temperature sensor 53. Below, the pointsof difference will be focused on in the explanation.

FIG. 9 is a schematic view of the configuration of an internalcombustion engine 100 and an electronic control unit 200 for controllingthe internal combustion engine 100 according to a third embodiment ofthe present invention.

As shown in FIG. 9, in the present embodiment, due to the mounting spaceor problems with heat resistance such as explained above, the firstexhaust temperature sensor 53 is attached to the exhaust pipe 22 at aposition at the upstream side from the PM trapping device 50 in thedirection of exhaust flow and away from the inlet of the PM trappingdevice 50. In such a case, if the distance from the first exhausttemperature sensor 53 to the inlet of the PM trapping device 50 is long,the accuracy of judgment when using the rate of temperature change Ainof the first exhaust temperature detected by the first exhausttemperature sensor 53 to judge if the state is a removed state is liableto fall.

Therefore, in such a case, it is sometimes preferable to calculate anestimated exhaust temperature near the inlet of the PM trapping device50 based on the detection value of the first exhaust temperature sensor53 (below, referred to as the “estimated first exhaust temperature”) anduse the rate of temperature change Ain of the estimated first exhausttemperature to judge if the state is a removed state like in the firstembodiment. Therefore, in the present embodiment, it was decided tocalculate the estimated first exhaust temperature based on the detectionvalue of the first exhaust temperature sensor 53.

FIG. 10 is a flow chart for explaining estimation control calculatingthe estimated first exhaust temperature based on the first exhausttemperature sensor 53 attached to the exhaust pipe 22 at a position awayfrom the inlet of the PM trapping device 50.

At step S71, the electronic control unit 200 reads the detection valueof the first exhaust temperature sensor 53.

At step S72, the electronic control unit 200 refers to a map of FIG. 11prepared in advance by experiments etc. and calculates the amount oftemperature drop of the exhaust falling in the process of flowingthrough the exhaust pipe 22 from the first exhaust temperature sensor 53to the PM trapping device 50 based on the flow rate of intake air Ga andthe outside air temperature. As shown by the map of FIG. 11, the amountof temperature drop of the exhaust tends to become greater the smallerthe flow rate of intake air Ga and, further, the lower the exhausttemperature.

At step S73, the electronic control unit 200 processes the amount oftemperature drop of the exhaust by, for example, first order lagprocessing or other lag processing. Such lag processing is performedsince it takes a certain degree of time until the detection value of thefirst exhaust temperature sensor 53 changes to a value corresponding tothe exhaust temperature of the exhaust actually passing near the firstexhaust temperature sensor 53, so such a response speed of the firstexhaust temperature sensor 53 is considered.

At step S74, the electronic control unit 200 subtracts from the exhausttemperature corresponding to the detection value of the first exhausttemperature sensor 53 the amount of temperature drop of the exhaustprocessed by the lag processing and calculates the result as theestimated first exhaust temperature.

In the present embodiment explained above as well, the electroniccontrol unit 200 (control device) controlling the internal combustionengine 100 is provided with components similar to the first embodimentsuch as the first exhaust temperature calculation part, second exhausttemperature calculation part, rate of change over time calculation part,and judgment part. Further, in the present embodiment, the first exhausttemperature calculation part is provided with a drop calculation partcalculating an amount of temperature drop of the exhaust in the processof flowing through the exhaust pipe 22 from the position of attachmentof the first exhaust temperature sensor 53 to the PM trapping device 50as the exhaust after-treatment system 30 and is configured so as tocalculate the detection value of the first exhaust temperature sensor 53minus the amount of temperature drop of the exhaust as the first exhausttemperature. More specifically, the drop calculation part is configuredto calculate the amount of temperature drop of the exhaust based on theintegrated value of the flow rate of intake air Ga and the outside airtemperature.

Due to this, if the distance from the first exhaust temperature sensor53 to the inlet of the PM trapping device 50 is long, it is possible tokeep the accuracy of judgment of whether the state is a removed statefrom falling.

Fourth Embodiment

Next, a fourth embodiment of the present invention will be explained.This embodiment differs from the first embodiment in the contents of theprocessing for run condition judgment. Below, the points of differencewill be focused on in the explanation.

FIG. 12 is a flow chart for explaining details of the processing for runcondition judgment according to the present embodiment. Note that inFIG. 12, the contents of the processing from step S31 to step S35 arecontents similar to the processing explained above in the firstembodiment, so here explanations will be omitted.

At step S81, the electronic control unit 200, for example, judges if thetime is the time of deceleration or another state where the firstexhaust temperature is falling. Such a judgment is performed sincecompared with the time of rise of temperature of the first exhausttemperature, at the time of fall of temperature, the change oftemperature of the second exhaust temperature tends to be more moderatethan the change of temperature of the first exhaust temperature and thedifferential value Dio tends to become larger. That is, compared withthe time of rise of temperature of the first exhaust temperature, at thetime of fall of temperature, it is possible to accurately detect whetherthe state is a removed state where the PM trapping device 50 has beenremoved.

In the present embodiment, at step S81, the electronic control unit 200judges if the rate of change over time Ain of the first exhausttemperature is a predetermined rate of change Ain_th (negative value,for example, −5[° C./s]) or less. Further, if the rate of change overtime Ain of the first exhaust temperature is the predetermined rate ofchange Ain_th or less, the electronic control unit 200 judges that thestate is one where the first exhaust temperature is falling and proceedsto the processing of step S34. On the other hand, if the rate of changeover time Ain of the first exhaust temperature is less than thepredetermined rate of change Ain_th, the electronic control unit 200proceeds to the processing of step S35.

In the present embodiment explained above as well, the electroniccontrol unit 200 (control device) for controlling the internalcombustion engine 100 is provided with, like in the first embodiment, afirst exhaust temperature calculation part, second exhaust temperaturecalculation part, rate of change over time calculation part, andjudgment part. Further, the judgment part is configured so as to judgewhether the state is a removed state when a predetermined conditionstands. As a predetermined condition, the rate of change over time Ainof the first exhaust temperature being a predetermined rate of changeAin_th or less taking a negative value is further added. Due to this, itis possible to better improve the accuracy of judgment of whether thestate is a removed state.

Fifth Embodiment

Next, a fifth embodiment of the present invention will be explained.This embodiment differs from the above embodiments in the contents ofthe processing for run condition judgment. Below, the points ofdifference will be focused on in the explanation.

As in the above-mentioned fourth embodiment, as a run condition forperforming judgment of whether the state is a removed state, if adding,in addition to the exhaust flow rate Ge being the lower limit flow rateGe_l or more, the state where the first exhaust temperature is falling(rate of change over time Ain of first exhaust temperature being apredetermined rate of change Ain_th or less), in the case of a vehiclewhere the internal combustion engine 100 is started and stopped aplurality of times in one trip (below, referred to as an “engineintermittent operation vehicle”), the following such problem is liableto arise.

Note that, as an example of an engine intermittent operation vehicle, avehicle provided with an idling stop function (that is, a vehicleperforming idling stop control by the electronic control unit 200 ascontrol of the internal combustion engine 100) or a hybrid vehicle asshown in FIG. 13 provided with, as a source of vehicle drive power, aninternal combustion engine 100 plus a drive motor 300 and performingcontrol to switch between an EV (mode driven by power of drive motor300) and HV mode (mode driven by power of drive motor 300 plus drivepower of internal combustion engine 100 in accordance with vehicledemanded torque) etc. may be mentioned.

Idling stop control is control automatically making the internalcombustion engine 100 stop when a predetermined engine stop conditionstands and automatically making the internal combustion engine 100restart when a predetermined engine restart condition stands. As anengine stop condition, for example, the speed of the home vehicle(vehicle speed) being 0 [km/h], the brake pedal being depressed (thatis, the amount of brake depression being a constant amount or more), theaccelerator pedal not being depressed (that is, the amount ofaccelerator depression being zero), the state of charge of the batterybeing a predetermined amount or more, etc. may be mentioned. Further, asan engine restart condition, for example, the brake pedal not beingdepressed (that is, the amount of brake depression being zero), theshift lever being a drive range (for example, D range or R range), etc.may be mentioned.

Further, in the following explanation, a vehicle driven without stoppingthe internal combustion engine 100 during one trip will be referred toas an “ordinary vehicle”) to differentiate it from an engineintermittent operation vehicle.

FIG. 14A is a time chart showing the changes in temperature etc. of thefirst exhaust temperature and the second exhaust temperature in anordinary vehicle when the internal combustion engine 100 has beenoperated in the normal state where the PM trapping device 50 has notbeen removed. FIG. 14B is a time chart showing the changes intemperature etc. of the first exhaust temperature and the second exhausttemperature in a hybrid vehicle as an engine intermittent operationvehicle when the internal combustion engine 100 has been operated in thenormal state where the PM trapping device 50 has not been removed.

As shown in FIG. 14A, in the case of au ordinary vehicle, even if thevehicle demanded torque falls at the time of steady state driving afteracceleration or at the time of deceleration, the internal combustionengine 100 will never be stopped, so along with a drop in the vehicledemanded torque, the flow rate of intake air Ga and in turn the exhaustflow rate Ge will fall and the first exhaust temperature will fall. Forthis reason, in the case of an ordinary vehicle, at the time of steadystate operation, the time of deceleration, etc., in the state where thefirst exhaust temperature is falling, the exhaust flow rate Ge will fallwithin a predetermined range (lower limit flow rate Ge_l to upper limitflow rate Ge_h) and the run condition will stand.

As opposed to this, as shown in FIG. 14B, in the case of a hybridvehicle, if accelerating by the drive power of the internal combustionengine 100 and drive motor 300, then at the time of steady stateoperation or the time of deceleration, the vehicle demanded torque fallsand the vehicle demanded torque becomes less than a predeterminedtorque, the internal combustion engine 100 is temporarily stopped. Forthis reason, in the case of a hybrid vehicle, at the time of steadystate driving, the time of deceleration, etc. where the first exhausttemperature will easily fall, the internal combustion engine 100 istemporarily stopped and the flow rate of intake air Ga and in turn theexhaust flow rate Ge will become zero and become the lower limit flowrate Ge_l or less, compared with the case of an ordinary vehicle, thefrequency of the run condition standing will become smaller. Therefore,in the case of a hybrid vehicle, as a nm condition, it is not preferableto add the state being one where the first exhaust temperature isfalling.

Here, as shown in FIG. 14A, in the case of an ordinary vehicle, even atthe time when the vehicle is stopped, the internal combustion engine 100becomes an idling operation state, so exhaust is discharged from theengine body 10. For this reason, in the case of an ordinary vehicle,even at the time when the vehicle is stopped, the drop in the firstexhaust temperature and the second exhaust temperature becomes moderate.

As opposed to this, as shown in FIG. 14B, in the case of a hybridvehicle, even at the time when the vehicle is stopped, the internalcombustion engine 100 is left stopped and no exhaust is discharged fromthe engine body 10, so due to the radiation of heat from the exhaustpipe 22, the first exhaust temperature and the second exhausttemperature greatly fall from the levels of an ordinary vehicle. Forthis reason, in the case of a hybrid vehicle, at the time ofacceleration after restart, the first exhaust temperature greatly risesfrom the fallen state. That is, in the case of a hybrid vehicle,compared with an ordinary vehicle, at the time of acceleration afterrestart, the rate of change over time Ain of the first exhausttemperature becomes larger. Further, in a vehicle provided with anidling stop function as well, in the same way, at the time of vehiclestop, the internal combustion engine 100 is stopped, so at the time ofacceleration after restart, the rate of change over time Ain of thefirst exhaust temperature becomes larger.

In this way, in the case of an engine intermittent operation vehicle, atthe time of acceleration after restart, the rate of change over time Ainof the first exhaust temperature tends to become larger. At the time ofacceleration after restart, a difference easily arises between the rateof change over time Ain of the first exhaust temperature and the rate ofchange over time Aout of the second exhaust temperature. Therefore, inthe case of an engine intermittent operation vehicle, the time ofacceleration after restart is suitable as a run condition for performingjudgment as to if the state is a removed state.

Therefore, in the case of an engine intermittent operation vehicle, itwas decided to change the content of the processing for run conditionjudgment so as to judge if the state is a removed state at the time ofacceleration after restart.

FIG. 15 is a flow chart for explaining details of processing for runcondition judgment according to the present embodiment. Note that inFIG. 15, the contents of the processing of step S34 and step S35 arecontents similar to the processing explained above in the firstembodiment, so here explanations will be omitted.

At step S91, before the internal combustion engine 100 is started up(including restart), the electronic control unit 200 judges if the tuneperiod Ts during which the internal combustion engine 100 was stopped(below, referred to as the “engine stopping time”) is a firstpredetermined time Ts_th (for example, 10 seconds) or more. If theengine stopping time Ts is the first predetermined time Ts_th or more,the electronic control unit 200 proceeds to the processing of step S92.On the other hand, if the engine stopping time Ts is less than the firstpredetermined time Ts_th, the electronic control unit 200 proceeds tothe processing of step S35.

Such a judgment is performed because if the engine stopping time isshort, the extent of drop of the first exhaust temperature is small and,as a result, the amount of rise of the first exhaust temperature at thetime of acceleration after engine startup also becomes small, so at thetime of acceleration after engine startup, it becomes hard for adifference to form between the rate of change over time Ain of the firstexhaust temperature and the rate of change over time Aout of the secondexhaust temperature and the accuracy of the judgment of whether thestate is a removed state is liable to fall.

At step S92, the electronic control unit 200 judges if the elapsed timeTo from when the internal combustion engine 100 is started up (includingrestarted) (below, referred to as the “post-start elapsed time”) is asecond predetermined time To_th (for example, 3 seconds) or more. Such ajudgment is performed because there is a certain time lag from whenstarting the internal combustion engine 100 to when the first exhausttemperature rises. If the post-start elapsed time To is the secondpredetermined time To_th or more, the electronic control unit 200proceeds to the processing of step S92. On the other hand, if thepost-start elapsed time To is less than the second predetermined timeTo_th, the electronic control unit 200 proceeds to the processing ofstep S35.

At step S93, the electronic control unit 200 judges if the exhaust flowrate Ge is a predetermined flow rate Ge_th (for example, 18 [g/s]) ormore. If the exhaust flow rate Ge is the predetermined flow rate Ge_thor more, the electronic control unit 200 proceeds to the processing ofstep S94. On the other hand, if the exhaust flow rate Ge is less thanthe predetermined flow rate Ge_th, the electronic control unit 200proceeds to the processing of step S35.

Note that, such a judgment is performed for the following reason. Thatis, the temperature of the exhaust discharged from the engine body 10basically tends to become higher the higher the engine load, in otherwords, the greater the flow rate of intake air Ga and in turn thegreater the exhaust flow rate Ge. Therefore, the greater the exhaustflow rate Ge, the larger the amount of rise of the first exhausttemperature at the time of acceleration after engine startup and thelarger the rate of change over time Ain of the first exhaust temperatureas well. Conversely speaking, when the engine load is low and theexhaust flow rate Ge is small, the amount of rise of the first exhausttemperature is small and the rate of change over time Ain of the firstexhaust temperature becomes small, so it becomes hard for a differenceto form between the rate of change over time Ain of the first exhausttemperature and the rate of change over time Aout of the second exhausttemperature. For this reason, the accuracy of the judgment of whetherthe state is a removed state is liable to fall. Therefore, in thepresent embodiment, it is judged if the exhaust flow rate Ge is apredetermined flow rate Ge_th or more, that is, it is judged if theengine load is a constant load or more (if a flat road, whether thedegree of acceleration is a certain acceleration degree or more).

At step S94, the electronic control unit 200 judges if the temperatureof the PM trapping device 50 is a predetermined temperature (forexample, 380[° C.]) or less. In the present embodiment, the electroniccontrol unit 200 deems the second exhaust temperature to be thetemperature of the PM trapping device 50 to judge if the second exhausttemperature is the predetermined temperature or less. If the secondexhaust temperature is the predetermined temperature or less, theelectronic control unit 200 proceeds to the processing of step S95. Onthe other hand, if the second exhaust temperature is higher than thepredetermined temperature, the electronic control unit 200 proceeds tothe processing of step S35.

Note that such a judgment is performed for the following reason. Thatis, the lower the temperature of the PM trapping device 50, the more theexhaust temperature falls in the process of passing through the PMtrapping device 50, so compared with the rate of temperature change Ainof the first exhaust temperature (rate of temperature rise), the rate oftemperature change Aout of the second exhaust temperature (rate oftemperature rise) tends to become smaller. Therefore, the lower thetemperature of the PM trapping device 50, the more easily it becomes fora difference to form between the rate of change over time Ain of thefirst exhaust temperature and the rate of change over time Aout of thesecond exhaust temperature at the time of acceleration after enginestart and the more possible it becomes to accurately judge if the stateis a removed state.

At step S95, the electronic control unit 200 judges if the run conditionstanding flag F2 has been set to “0”. If the run condition standing flagF2 has been set to “0”, the electronic control unit 200 proceeds to theprocessing of step S34. On the other hand, if the run condition standingflag F2 has been set to “1”, the electronic control unit 200 proceeds tothe processing of step S96.

At step S96, the electronic control unit 200 judges if an integratedvalue IGa of the flow rate of intake air Gas from when the internalcombustion engine 100 was started up is a predetermined secondintegrated value IGa_th2 (for example, 150[g]) or less. If theintegrated value IGa is the second integrated value IGa_th2 or less, theelectronic control unit 200 proceeds to the processing of step S34. Onthe other hand, if the integrated value IGa becomes larger than thesecond integrated value IGa_th2, the electronic control unit 200proceeds to the processing of step S35.

Note that, such a judgment is performed for the following reason:

If the conditions from step S91 to step S95 stand and the rum conditionstanding flag F2 becomes “1” at step S34, the processing for removaljudgment is performed, but the rate of change over time Ain of the firstexhaust temperature (rate of temperature rise) at the tune ofacceleration after engine start gradually becomes smaller as the firstexhaust temperature becomes higher at the time of acceleration. That is,if the total amount of heat of exhaust from the start of accelerationexceeds a certain amount, the rate of change over time Ain of the firstexhaust temperature (rate of temperature rise) becomes graduallysmaller.

Here, the total amount of heat of the exhaust is proportional to theamount of exhaust from the start of acceleration, that is, an integratedvalue IGa of the flow rate of intake air Ga. Therefore, if theintegrated value IGa of the flow rate of intake air Ga from whenstarting up the internal combustion engine 100 becomes greater than asecond integrated value IGa_th2, the rate of change over time Ain of thefirst exhaust temperature becomes smaller, so it becomes harder for adifference to form between the rate of change over time Ain of the firstexhaust temperature and the rate of change over time Aout of the secondexhaust temperature and the accuracy of the judgment of whether thestate is a removed state is liable to fall. Therefore, in the presentembodiment, it is decided that when the run condition standing flag F2becomes “1” and processing for removal judgment is being performed, itis judged whether the integrated value IGa of the flow rate of intakeair Ga is the second integrated value IGa_th2 or less.

The electronic control unit 200 of the internal combustion engine 100according to the present embodiment explained above, like in the firstembodiment, is provided with a first exhaust temperature calculationpart, second exhaust temperature calculation part, rate of change overtune calculation part, and judgment part. Further, in the presentembodiment, the electronic control unit 200 is further provided with anengine stopping time calculation part calculating the engine stoppingtime from when the internal combustion engine 100 is stopped to when itis started up. Further, the judgment part is further configured to judgewhether the state is a removed state based on the difference between therate of change over time Ain of the first exhaust temperature and therate of change over time Aout of the second exhaust temperature when apredetermined condition stands. The predetermined condition is that theengine stopping time Ts before the internal combustion engine 100 isstarted up be the first predetermined time Ts_th (predetermined time) ormore and the exhaust flow rate Ge after the internal combustion engine100 is started up be the predetermined flow rate Ge_th or more.

Due to this, when the first exhaust temperature falls while the engineis stopped, then the internal combustion engine 100 is started and theengine load becomes a certain level or more (when the vehicle isaccelerating), that is, when the rate of change over time Ain of thefirst exhaust temperature becomes larger, it is possible to judge if thestate is the removed state. For this reason, a difference is easilyformed between the rate of change over time Ain of the first exhausttemperature and the rate of change over time Aout of the second exhausttemperature and it is possible to improve the accuracy of judgment ofwhether the state is a removed state.

Further, the electronic control unit 200 according to the presentembodiment is further provided with an elapsed time calculation partcalculating an elapsed time from when the internal combustion engine 100was started as a post-start elapsed time To. As a predeterminedcondition in the present embodiment, the post-start elapsed time Tobeing the second predetermined time To_th (predetermined time) or moreis further added.

As explained above, there is a certain time lag from when starting theinternal combustion engine 100 to when the first exhaust temperaturerises. Therefore, by considering such a time lag and not judging whetherthe state is a removed state for a certain time period right afterstartup of the internal combustion engine 100, it is possible to betterimprove the accuracy of judgment of whether the state is a removedstate.

Further, in the present embodiment, as a predetermined condition, thetemperature of the PM trapping device 50 being a predeterminedtemperature or less is further added.

As explained above, the lower the temperature of the PM trapping device50, the more the exhaust temperature falls in the process of passingthrough the PM trapping device 50, so the rate of temperature change(rate of temperature change) Aout of the second exhaust temperaturetends to become smaller compared with the rate of temperature change(rate of temperature change) Ain of the first exhaust temperature. Thatis, at the time of acceleration after engine startup, the lower thetemperature of the PM trapping device 50, the easier it is for adifference to form between the rate of change over time Ain of the firstexhaust temperature and the rate of change over time Aout of the secondexhaust temperature and the more the accurately the judgment of whetherthe state is a removed state can be performed. Therefore, by making itso as not to judge whether the state is a removed state when thetemperature of the PM trapping device 50 is higher than a predeterminedtemperature, it is possible improve more the accuracy of judgment ofwhether the state is a removed state.

Further, in the present embodiment, as a predetermined condition, theintegrated value IGa of the flow rate of intake air Ga from when theinternal combustion engine 100 is started up being the second integratedvalue IGa_th2 (predetermined integrated value) or less is further added.

Due to this, it is possible to judge whether the state is a removedstate when the rate of change over time Ain of the first exhausttemperature relatively becomes larger right after acceleration after theinternal combustion engine 100 has been started up. For this reason, itis possible improve more the accuracy of judgment of whether the stateis a removed state.

Sixth Embodiment Next, a sixth embodiment of the present invention willbe explained. The present embodiment differs from the fourth embodimentin the content of the processing for run condition judgment. Below, thepoints of difference will be focused on in the explanation.

At the time of acceleration and other cases where the first exhausttemperature rises, when the temperature of the filter 52 is lower thanthe first exhaust temperature, the filter 52 inside the PM trappingdevice 50 is, for example, heated by the heat of the exhaust flowinginto the PM trapping device 50. More specifically, in the process of theexhaust which flows to the inside of the PM trapping device 50 flowingthrough the inside of the PM trapping device 50 from the inlet side tothe outlet side, the heat of the exhaust is gradually robbed by thefilter 52 whereby the filter 52 is heated.

Therefore, the temperature of the exhaust flowing into the inside of thePM trapping device 50 gradually falls in the process of the exhaustflowing through the inside of the PM trapping device 50 from its inletside to outlet side. As a result, the filter 52 is heated by therelatively high temperature exhaust at the inlet side of the inside ofthe PM trapping device 50 while is heated by the relatively lowtemperature exhaust at the outlet side of the inside of the PM trappingdevice 50.

For this reason, if comparing the temperature of the part of the filter52 positioned at the inlet side of the PM trapping device 50 (below,referred to as the “filter upstream part”) and the temperature of thepart positioned at the outlet side (below, referred to as the “filterdownstream part”), during heating of the filter 52, the temperature ofthe filter downstream part tends to become lower than the temperature ofthe filter upstream part and the unevenness in the temperaturedistribution of the filter 52 tends to become greater. This unevennessin the temperature distribution of this filter 52 is gradually reducedby continuation of steady state operation (operation with littlefluctuation in first exhaust temperature) for a certain extent afteracceleration.

Further, like in the above-mentioned fourth embodiment, if adding as arun condition for performing judgment of whether the state is a removedstate, for example, the time being one of deceleration or the stateotherwise being one where the first exhaust temperature falls (the rateof change over time Ain of the first exhaust temperature is apredetermined rate of change Ain_th or less), so as to improve theaccuracy of judgment of whether the state is a removed state, thefollowing problem is liable to arise due to the unevenness of thetemperature distribution of this filter 52.

That is, for example, in the case where after acceleration, decelerationis immediately started and the first exhaust temperature falls etc., itis judged whether the state is a removed state in the state of a largeunevenness of temperature distribution of the filter 52 (state wheretemperature of filter downstream part becomes a predeterminedtemperature or more lower than the temperature of the filter upstreampart). This being so, compared to the case where the unevenness oftemperature distribution of the filter 52 is small, the amount of heatreceived by the exhaust from the filter 52 at the filter downstream partends up becoming smaller. As a result, the amount of heat which theexhaust flowing into the PM trapping device 50 receives from the filter52 of the PM trapping device 50 ends up becoming smaller, so it becomesharder for a difference to form between the rate of change over time Ainof the first exhaust temperature and the rate of change over time Aoutof the second exhaust temperature and the accuracy of the judgment ofwhether the state is a removed state is liable to fall.

Therefore, in the present embodiment, as a run condition for judgingwhether the state is a removed state, the state being one where thefirst exhaust temperature is falling was added and the state being onewhere the unevenness of temperature distribution of the filter 52 wassmall (state where temperature difference of filter upstream part andfilter downstream part is less than a predetermined temperaturedifference) is further added.

FIG. 16 is a flow chart for explaining details of processing for runcondition judgment according to the present embodiment. Note that inFIG. 16, the contents of the processing from step S31 to step S35 andthe processing of step S81 are contents similar to the processingexplained above in the first embodiment etc., so here explanations willbe omitted.

At step S101, the electronic control unit 200 judges if the state is onewhere the unevenness of temperature distribution of the filter 52 issmall, that is, if it is one where the degree of unevenness oftemperature distribution of the filter 52 is a predetermined degree ofunevenness or less. If the state is one where the unevenness oftemperature distribution of the filter 52 is small, the electroniccontrol unit 200 proceeds to the processing of step S34, while if thestate is one where the unevenness of temperature distribution of thefilter 52 is large, the electronic control unit 200 proceeds to theprocessing of step S35.

Note that, whether the state is one where the unevenness of temperaturedistribution of the filter 52 is small, for example, can be judged bywhether a steady state operation has continued for a predetermined time.The technique for judging whether a steady state operation has continuedfor a predetermined time is not particularly limited. For example, ifthe rate of change over time Ain of the first exhaust temperature fallswithin a predetermined range (for example, −6[° C./s] to 6[° C./s] inrange) in a predetermined time, it can be judged that a steady stateoperation has continued for a predetermined time. Further, for example,if the rate of change over time of the flow rate of intake air Ga fallswithin a predetermined range (for example, −5[(g/s)/s] to 5[(g/s)/s] inrange) in a predetermined time, it can be judged that a steady stateoperation has continued for a predetermined time. Further, for example,if estimating the temperature of the filter 52 in accordance with theengine operating state etc., if the rate of change over time of theestimated temperature of the filter 52 falls within a predeterminedrange (for example, −5[° C./s] to 5[° C./s] in range) in a predeterminedtime, it can be judged that the steady state operation has continued fora predetermined time.

According to the present embodiment explained above, as predeterminedconditions for judgment of whether the state is a removed state, therate of change over time Ain of the first exhaust temperature being anegative value predetermined rate of change Ain_th or less and thedegree of unevenness of the temperature distribution inside the PMtrapping device 50 being a predetermined degree of bias or less areincluded.

Due to this, when the degree of unevenness of the temperaturedistribution in the PM trapping device 50 at the time of deceleration islarge, that is, when it becomes hard for a difference to form betweenthe rate of change over time Ain of the first exhaust temperature andthe rate of change over time Aout of the second exhaust temperature atthe time of deceleration and the accuracy of judgment is liable todeteriorate, judgment of whether the state is a removed state is notperformed, so it is possible to further improve the accuracy of judgmentat the time of judgment of whether the state is a removed state at thetime of deceleration.

Seventh Embodiment

Next, a seventh embodiment of the present invention will be explained.The present embodiment differs from the fifth embodiment in the contentof the processing for run condition judgment. Below, the points ofdifference will be focused on in the explanation.

In the above-mentioned fifth embodiment, in the case of engineintermittent operation vehicle, it is judged if the state is a removedstate at the time of acceleration after restart, whereby the accuracy ofjudgment of whether the state is a removed state was improved.

However, in an engine intermittent operation vehicle, for example, whenan abnormality occurs in the battery or other part of the electricalsystem, when a drive motor 300 is provided and an abnormality occurs inthe drive motor 300, or when for any other reason the engineintermittent operation is prohibited and the state becomes one where theinternal combustion engine 100 has to be made to operate withoutstopping, the run condition ends up no longer standing and theprocessing for removal judgment of the PM trapping device 50 can nolonger be performed.

Therefore, in the present embodiment, when engine intermittent operationis prohibited, it is decided to replace the processing for run conditionjudgment explained in the fifth embodiment with the processing for runcondition judgment explained in the first embodiment, fourth embodiment,or the sixth embodiment. Due to this, in an engine intermittentoperation vehicle, even when engine intermittent operation isprohibited, it is possible to secure the frequency of performing theprocessing for removal judgment of the PM trapping device 50.

FIG. 17 is a flow chart for explaining details of the processing for runcondition judgment according to the present embodiment. Note that inFIG. 17, the contents of the processing from step S31 to step S35 andthe processing of step S91 to step S96 are contents similar to theprocessing explained above in the first embodiment and the fifthembodiment, so here explanations will be omitted.

At step S111, the electronic control unit 200 judges if engineintermittent operation has been prohibited. If engine intermittentoperation has been prohibited, the electronic control unit 200 proceedsto the processing of step S31. On the other hand, if the engineintermittent operation has not been prohibited, the electronic controlunit 200 proceeds to the processing of step S91. Note that in thepresent embodiment, when engine intermittent operation has beenprohibited, the processing for nm condition judgment explained in thefirst embodiment is performed, but as explained above, the processingfor nm condition judgment explained in the fourth embodiment or thesixth embodiment may also be performed.

According to the present embodiment explained above, the electroniccontrol unit 200 (control device) controlling the internal combustionengine 100 is further provided with an intermittent operation nm partmaking the internal combustion engine 100 operate intermittently.Further, the judgment part according to the present embodiment judgeswhether the state is a removed state when a predetermined conditionstands based on the difference between the rate of change over time Ainof the first exhaust temperature and the rate of change over time Aoutof the second exhaust temperature and is further configured to changethe content of the predetermined condition between when intermittentoperation of the internal combustion engine 100 is permitted and when itis not permitted.

The predetermined condition, for example, in the case where intermittentoperation of the internal combustion engine 100 is permitted, is madethat the engine stopping time Ts before the internal combustion engine100 is started be a first predetermined time Ts_th (predetermined time)or more and an exhaust flow rate Ge after the internal combustion engine100 is started be a predetermined flow rate Ge_th or more, while in thecase where intermittent operation of the internal combustion engine 100is not permitted, is made that the rate of change over time Ain of thefirst exhaust temperature be a negative value predetermined rate ofchange Ain_th or less.

Due to this, in an engine intermittent operation vehicle, even if engineintermittent operation is prohibited, it is possible to secure thefrequency of performance of processing for removal judgment of the PMtrapping device 50 while judging any removed state under suitableconditions both when engine intermittent operation is permitted and whenit is prohibited.

Eighth Embodiment

Next, an eighth embodiment of the present invention will be explained.The present embodiment differs from the above embodiments in thecontents of the processing for removal judgment. Below, the points ofdifference will be focused on in the explanation.

In the above-mentioned fourth embodiment, as a run condition forperforming judgment of whether the state is a removed state, forexample, the time being one of deceleration or otherwise the state beingone where the first exhaust temperature was falling (the rate of changeover time Ain of the first exhaust temperature being a predeterminedrate of change Ain_th or less) was added to improve the accuracy ofjudgment of whether the state is a removed state.

Here, the first exhaust temperature changes according to the engineoperating state, so, depending on the engine operating state beforedeceleration, at the time of deceleration, sometimes the first exhausttemperature falls from a relatively high state and sometimes it fallsfrom a relatively low state. Further, if at the time of deceleration,the first exhaust temperature has fallen from a relatively high state,the PM trapping device 50 is heated by relatively high temperatureexhaust before deceleration and the PM trapping device 50 tends tobecome relatively high in temperature. On the other hand, if at the timeof deceleration, the first exhaust temperature has fallen from arelatively low state, the PM trapping device 50 is heated by relativelylow temperature exhaust before deceleration and the PM trapping device50 tends to become relatively low in temperature.

Therefore, in the case where at the time of deceleration, the firstexhaust temperature has fallen from a relatively low state, comparedwith the case where at the time of deceleration, the first exhausttemperature has fallen from a relatively high state, the amount of heatwhich the exhaust flowing into the PM trapping device 50 receives fromthe PM trapping device 50 tends to become smaller. That is, in the casewhere at the time of deceleration, the first exhaust temperature hasfallen from a relatively low state, it is hard for a difference to formbetween the rate of change over time Ain of the first exhausttemperature and the rate of change over time Aout of the second exhausttemperature.

For this reason, between the case where at the time of deceleration thefirst exhaust temperature had fallen from a relatively low state and thecase where it had fallen from a relatively high state, even if assumingthat the run condition for judging if the state is the removed state hasstood for exactly the same time, the magnitude of the integrated valueIDio of the differential value Dio calculated within that time framebecomes smaller in the case where at the time of deceleration the firstexhaust temperature has fallen from a relatively low state. As a result,in the case where at the time of deceleration the first exhausttemperature has fallen from a relatively low state, even in the normalstate, the integrated value IDio will not become the predeterminedthreshold value Ith or more and it is liable to end up mistakenlyjudging the state to be a removed state.

As a result, for example, if, like in the first embodiment, comparingthe integrated value IDio of the differential value Dio with thepredetermined threshold value Ith to judge if the state is a removedstate, when at the time of deceleration the first exhaust temperaturehas fallen from the relatively low state, even at the normal state, theintegrated value IDio will not become the predetermined threshold valueIth or more and it is liable to end up mistakenly judging the state tobe a removed state. Further, for example, when, like in the secondembodiment, comparing the average value ADio of the differential valueDio with the predetermined threshold value Ath to judge if the state isa removed state, when at the time of deceleration the first exhausttemperature has fallen from a relatively low state, even at the normalstate, the average value ADio will not become the predeterminedthreshold value Ath or more and it is liable to end up mistakenlyjudging the state to be a removed state.

Therefore, in the present embodiment, it was decided to correct thepredetermined threshold value Ith or predetermined threshold value Athbased on the average value of the first exhaust temperature when theprecondition and run condition stand in the time period of calculatingthe integrated value IDio or average value ADio of the differentialvalue Dio. Below, an embodiment correcting the predetermined thresholdvalue Ath based on the average value of the first exhaust temperaturewhen the precondition and run condition stand in the time period ofcalculating the average value ADio of the differential values Dio willbe explained.

FIG. 18 is a flow chart for explaining details of processing for removaljudgment according to the present embodiment. Note that in FIG. 18, thecontents of the processing from step S51 to step S59 and the processingof step S61 are contents similar to the processing explained above inthe first embodiment and fifth embodiment, so here explanations will beomitted.

At step S121, the electronic control unit 200 calculates the integratedvalue IDio of the differential value Dio (=IDio (previous value)+Dio)and calculates the integrated value ITEin (=ITEin (previous value)+TEin)of the first exhaust temperature TEin.

At step S122, the electronic control unit 200 divides the integratedvalue ITEin of the first exhaust temperature TEin by the number ofsamples N to calculate the average value ATEin of the first exhausttemperature TEin.

At step S123, the electronic control unit 200 refers to the table ofFIG. 19 and calculates the correction coefficient “k” for correcting thepredetermined threshold value Ath based on the average value ATEin ofthe first exhaust temperature TEin. Further, the electronic control unit200 multiplies the correction coefficient “k” with a predeterminedthreshold value Ath to correct the predetermined threshold value Ath.

As shown in the table of FIG. 19, the correction coefficient “k” is setto a value whereby the predetermined reference temperature Ath becomeslarger the lower the average value ATEin of the first exhausttemperature Thin from the reference temperature (for example, 600[° C.])This is because, as explained above, at the time of deceleration, themore the first exhaust temperature fell relatively from the low state,the smaller the integrated value IDio of the differential value Diotends to become. Note that in the present embodiment, the correctioncoefficient “k” is set to “1” if the average value ATEin of the firstexhaust temperature TEin is higher than a certain reference temperature,but this is because if the average value ATEin of the first exhausttemperatures TEin is higher than a certain reference temperature, almostno difference arises in the integrated value IDio of the differentialvalue Dio.

FIG. 20 is a time chart explaining operation of processing for removaljudgment according to the present embodiment.

If at the time t1 the precondition and run condition stand, thedifferential value Dio is calculated every control period of theelectronic control unit 200.

If at the time t2 the number of samples N of the differential values Diobecomes the predetermined number Nth or more, the correction coefficient“k” is calculated based on the average value ATEin of the first exhausttemperature Thin acquired in the period during which the differentialvalue Dio was calculated. Further, the predetermined threshold value Athis corrected based on the correction coefficient “k”.

Note that in the present embodiment, the correction coefficient “k” wascalculated based on the average value ATEin of the first exhausttemperatures Thin, but the invention is not limited to this. Thecorrection coefficient “k” may also be calculated based on a parametercorrelated with the average value ATEin in a correspondence relationshipwith the average value ATEin of the first exhaust temperature TEin (forexample, the bed temperature of the PM trapping device 50 etc.).

Further, in the present embodiment, the predetermined threshold valueAth when the average value ATEin of the first exhaust temperature TEinis a certain reference temperature was used as the reference to correctthat predetermined threshold value Ath, but the invention is not limitedto this. For example, as shown in the table of FIG. 21, it is alsopossible to set the value of the predetermined threshold value Ath foreach average value ATEin of the first exhaust temperature TEin and referto the table to set the value of the predetermined threshold value Athbased on the average value ATEin of the first exhaust temperature TEin.As mentioned above, even if the run condition for performing judgment ofwhether the state is a removed state stands for exactly the same timeperiod, the magnitude of the integrated value IDio of the differentialvalue Dio calculated in that time period becomes smaller at the time ofdeceleration when the first exhaust temperature has fallen from arelatively low state. Therefore, as shown in FIG. 21, the smaller theaverage value ATEin of the first exhaust temperature TEin, the smallerthe value of the predetermined threshold value Ath.

The judgment part according to the present embodiment explained above isfurther provided with a correction part correcting the predeterminedthreshold value Ith (or predetermined threshold value Ath) based on theaverage value ATEin of the first exhaust temperature in the time periodof calculation of the differential value Dio or a parameter withcorrespondence with this average value ATEin. The parameter withcorrespondence with the average value ATEin of the first exhausttemperature is, for example, the temperature of the filter 52 of the PMtrapping device 50.

Further, the correction part is configured so that it increases thepredetermined threshold value Ith (or predetermined threshold value Ath)when the average value ATEin of the first exhaust temperature or theparameter with correspondence with the average value ATEin is small,compared to when it is large.

Due to this, at the time of deceleration, in judging if the state is aremoved state, it is possible to set a suitable threshold voltage inaccordance with the engine operating state before deceleration. For thisreason, at the time of deceleration, it is possible to further improvethe accuracy of judgment of whether the state is a removed state.

Ninth Embodiment

Next, a ninth embodiment of the present invention will be explained. Thepresent embodiment differs from the above embodiments in contents of theprocessing for removal judgment. Below, the points of difference will befocused on in the explanation.

In the above-mentioned first embodiment, the differential value Dio(=|Ain|−|Aout|) between the absolute value of the rate of change overtime Ain of the first exhaust temperature and the absolute value of therate of change over time Aout of the second exhaust temperature when theprecondition and run condition stand was calculated and the integratedvalue IDio of the differential value Dio was compared with thepredetermined threshold value Ith to thereby judge if the state was aremoved state.

As opposed to this, in the present embodiment, the integrated value IRioof the ratio Rio (=Aout/Ain) of the rate of change over time Aout of thesecond exhaust temperature with respect to the rate of change over timeAin of the first exhaust temperature is compared with a predeterminedthreshold value IRth to thereby judge if the state is a removed state.Below, the reason for this will be explained.

If defining the amount of change per micro time of the first exhausttemperature as dTEin, defining the mass of the exhaust flowing into thePM trapping device 50 per micro time (=exhaust flowing out from the PMtrapping device 50) as “m”, and defining the specific heat of theexhaust as “c”, the amount of change dQ1 per micro time of the amount ofheat of the exhaust flowing into the PM trapping device 50 becomes as inthe following formula (1). Further, if defining the amount of change permicro time of the second exhaust temperature as dTEout, the amount ofchange dQ2 per micro time of the amount of heat of the exhaust flowingout from the PM trapping device 50 becomes as in the following formula(2):

dQ1×m×c×dTEin   (1)

dQ2=m×c×dTEout   (2)

Here, the amount of change dTEin of the first exhaust temperature andthe amount of change dTEout of the second exhaust temperature arerespectively synonymous with the rate of temperature change Ain of thefirst exhaust temperature and the rate of temperature change Aout of thesecond exhaust temperature, so, based on the formula (1) and formula(2), the differential value Dio and ratio Rio can respectively beexpressed as shown in the following formula (3) and formula (4):

Dio=|Ain|−|Aout|=(|dQ1|-|dQ2|)/(m×c)   (3)

Rio=Aout/Ain=dQ2/dQ1   (4)

As clear from formula (3), the differential value Dio becomes a valuechanging due to the effect of the mass “m” of the exhaust flowing intothe PM trapping device 50 per micro time, that is, the exhaust flow rateGe. Therefore, at the time of operation where the exhaust flow rate Gechanges (for example, at the tune of acceleration or other time oftransitory operation), variation easily arises in the calculateddifferential value Dio. Further, if in this way variation occurs in thevalue of the differential value Dio calculated in accordance with theexhaust flow rate Ge and in turn the engine operating state when theprecondition and run condition stand, even if integrating thedifferential value Dio of the same number of samples N, the integratedvalue IDio is liable to become less than the predetermined thresholdvalue Ith in accordance with the engine operating state or to become thepredetermined threshold value Ith or more. That is, the accuracy ofjudgment of whether the state is a removed state is liable to fall.

On the other hand, as clear from the formula (4), the ratio Rio is notaffected by the mass “m” of exhaust flowing out from the PM trappingdevice 50 per micro time, that is, the exhaust flow rate Ge. Therefore,even if the engine operating state changes when the exhaust flow rate Geand in turn the precondition and run condition stand, no variationoccurs in the value of the ratio Rio calculated. For this reason, ratherthan comparing the integrated value IDio of the differential value Diowith a predetermined threshold value Ith to judge if the state is aremoved state, by comparing the integrated value IRio of the ratio Riowith a predetermined threshold value IRth to judge if the state is aremoved state, it is possible to improve the accuracy of judgment byexactly the amount of lack of effect of the exhaust flow rate Ge.

Therefore, in the present embodiment, the integrated value IRio of theratio Rio is compared with a predetermined threshold value IRth tothereby judge if the state is a removed state.

FIG. 22 is a flow chart for explaining details of processing for removaljudgment according to the present embodiment. Note that in FIG. 22, thecontents of the processing from step S51 to step S58 are contentssimilar to the processing explained above in the first embodiment, sohere explanations will be omitted.

At step S131, the electronic control unit 200 calculates the ratio Rio(=Aout/Ain) of the rate of change over time Aout of the second exhausttemperature to the rate of change over time Ain of the first exhausttemperature. Note that the ratio Rio may also be calculated based on theabsolute values of the rates of change over time Ain and Aout.

At step S132, the electronic control unit 200 calculates the integratedvalue IRio of the ratio Rio (=IRio (previous value)+Rio).

At step S133, the electronic control unit 200 judges if the integratedvalue IRio is a predetermined threshold value IRth or more. If theintegrated value IRio is the predetermined threshold value IRth or more,the electronic control unit 200 proceeds to the processing of step S57.On the other hand, if the integrated value IRio is less than thepredetermined threshold value IRth, the electronic control unit 200proceeds to the processing of step S58.

At step S134, the electronic control unit 200 returns the integratedvalue IRio to the initial value of zero and sets the nm completion flagF3 of the processing for removal judgment to “1”. The run completionflag F3 of the processing for removal judgment is returned to theinitial value of zero at the time of the end of the trip or the time ofstart.

Note that, in the present embodiment, the integrated value IRio of theratio Rio was compared with a predetermined threshold value IRth, but inthe same way as the above-mentioned second embodiment, it is alsopossible to compare the average value ARio of the ratio Rio with apredetermined threshold value ARth to thereby judge if the state is aremoved state.

The judgment part according to the present embodiment explained above isprovided with a ratio calculation part calculating a ratio Rio betweenthe rate of change over time Ain of the first exhaust temperature andthe rate of change over time Aout of the second exhaust temperature andan integrated value calculation part calculating an integrated valueIRio obtained by integrating a certain number or more of values of theratio Rio and is configured so as to judge that the state is a removedstate if the integrated value IRio is less than the predeterminedthreshold value IRth.

As explained above, the ratio Rio is a parameter which is not affectedby the exhaust flow rate Ge, so even if the engine operating statechanges and, as a result, the exhaust flow rate Ge changes, variationeasily arises in the value of the ratio Rio calculated. For this reason,by comparing the integrated value IRio of the ratio Rio with apredetermined threshold value IRth to judge if the state is a removedstate, it becomes possible to improve the accuracy of judgment byexactly the amount of the effect of the exhaust flow rate Ge not beingfelt compared when comparing the integrated value IDio of thedifferential value Dio with a predetermined threshold value Ith to judgeif the state is a removed state.

10th Embodiment

Next, a 10th embodiment of the present invention will be explained. Thepresent embodiment differs from the ninth embodiment in the contents ofthe processing for nm condition judgment. Below, the points ofdifference will be focused on in the explanation.

In the ninth embodiment, as explained above, the ratio Rio is notaffected by the exhaust flow rate Ge, so it is possible to accuratelydetect if the state is a removed state even at the time of acceleration.Further, at the time of acceleration and the time of deceleration, adifference easily arises between the rate of change over time Ain of thefirst exhaust temperature and the rate of change over time Aout of thesecond exhaust temperature, so it is possible to relatively accuratelyjudge if the state is a removed state.

Therefore, in the present embodiment, in judging if the state is aremoved state by comparing the integrated value IRio of the ratio Riowith a predetermined threshold value IRth, to further improve theaccuracy of judgment, it was decided to change the contents of theprocessing for run condition judgment so as to enable the processing forremoval judgment to be performed at the time of acceleration and thetime of deceleration.

FIG. 23 is a flow chart for explaining details of processing for nmcondition judgment according to the present embodiment. Note that inFIG. 23, the contents of the processing from step S31 to step S35 andthe processing of step S81 are similar to the contents of the processingexplained in the first embodiment etc., so explanations will be omittedhere.

At step S141, the electronic control unit 200 judges if the vehicle isaccelerating. The method of judging if it is accelerating is notparticularly limited. For example, it is possible to judge this bydetecting if the flow rate of intake air Ga is a predetermined flow rateor more, if the amount of change of the flow rate of intake air Ga in apredetermined time is a predetermined amount or more, etc. If thevehicle is accelerating, the electronic control unit 200 proceeds to theprocessing of step S34. On the other hand, if the vehicle is notaccelerating, the electronic control unit 200 proceeds to the processingof step S35.

According to the present embodiment explained above, the integratedvalue IRio of the ratio Rio is compared with a predetermined thresholdvalue IRth to judge if the state is a removed state and that judgment isperformed at both the time of acceleration and the tune of decelerationin which relatively accurate judgment is possible, so it is possible toimprove the accuracy of judgment while increasing the frequency ofjudgment as well.

11th Embodiment

Next, an 11th embodiment of the present invention will be explained. Theembodiment differs from the above embodiments on the point of learningthe response speed of the first exhaust temperature sensor 53 andcorrecting the detection value of the first exhaust temperature sensor53 (that is, first exhaust temperature) based on the learning results.Below, the points of difference will be focused on in the explanation.

As explained above, a certain degree of time is required until adetection value of the first exhaust temperature sensor 53 actuallychanges to a value corresponding to the exhaust temperature of theexhaust passing through the vicinity of the first exhaust temperaturesensor 53. Further, for the detection value of the second exhausttemperature sensor 54 as well, similarly, a certain degree of time isrequired until it actually changes to a value corresponding to theexhaust temperature of the exhaust passing through the vicinity of thesecond exhaust temperature sensor 54.

The response speeds of the exhaust temperature sensors 53 and 54 willsometimes vary within the range of allowable error (manufacturing error)even if the first exhaust temperature sensor 53 and the second exhausttemperature sensor 54 are sensors of exactly the same structures. Thatis, even if the first exhaust temperature sensor 53 and the secondexhaust temperature sensor 54 respectively are sensors of exactly thesame structures, sometimes the response speeds of the exhausttemperature sensors 53 and 54 will become slower or faster in the rangeof allowable error compared with the average level response speeds ofsensors having the same structures. Further, this variation in theresponse speeds of the exhaust temperature sensors 53 and 54 becomes afactor causing deterioration of the accuracy of judgment as to whetherthe state is a removed state. Below, referring to FIG. 24, the reasonswill be explained.

FIG. 24 is a time chart for explaining the reason why variation of theresponse speeds of the exhaust temperature sensors 53 and 54 becomes acause of deterioration of the accuracy of judgment as to whether thestate is a removed state. It is a time chart showing the changes intemperature of the first exhaust temperature and the second exhausttemperature etc. at the time of acceleration when the internalcombustion engine 100 is being operated in the normal state where the PMtrapping device 50 has not been removed.

Note that, in the example shown in FIG. 24, the temperature of the PMtrapping device 50 is lower than the first exhaust temperature and theheat of the exhaust flowing into the PM trapping device 50 is robbed atthe PM trapping device 50, so the second exhaust temperature becomelower than the first exhaust temperature.

Further, in FIG. 24, the temperature change of the first exhausttemperature shows the temperature change when the response speed of thefirst exhaust temperature sensor 53 was the average level responsespeed. On the other hand, regarding the temperature change of the secondexhaust temperature 54, the temperature change when the response speedof the second exhaust temperature sensor 54 was faster than the averagelevel response speed is shown by fine solid lines, while the temperaturechange when the response speed of the second exhaust temperature sensor54 was slower than the average level response speed is shown by the finebroken lines.

As shown in FIG. 24(B), if the response speed of the second exhausttemperature sensor 54 is faster than the average level response speed,the temperature change of the second exhaust temperature becomes sharpercompared with if it is slower. For this reason, the rate of change overtime Aout of the second exhaust temperature in the case where as shownin FIG. 24(C) by the fine solid line the response speed of the secondexhaust temperature sensor 54 is faster than the average level responsespeed becomes larger than the rate of change over time Aout of thesecond exhaust temperature in the case where as shown in FIG. 24(C) bythe fine broken line the response speed of the second exhausttemperature sensor 54 is slower than the average level response speed.

As a result, if comparing the integrated value IRio of the ratio Riowith a predetermined threshold value IRth to judge if the state is aremoved state, as shown in FIG. 24(D) by the solid line, the value ofthe ratio Rio (=Aout/Ain) calculated in the case where the responsespeed of the second exhaust temperature sensor 54 was faster than theaverage level response speed ends up becoming smaller than the value ofthe ratio Rio calculated when the response speed of the second exhausttemperature sensor 54 was slower than the average level response speed.

Further, while not shown, if comparing the integrated value IDio of thedifferential value Dio with a predetermined threshold value Ith to judgeif the state is a removed state, the value of the differential value Dio(−|Ain|−|Aout|) calculated in the case where the response speed of thesecond exhaust temperature sensor 54 is faster than the average levelresponse speed ends up becoming smaller than the value of thedifferential value Dio calculated in the case where the response speedof the second exhaust temperature sensor 54 was slower than the averagelevel response speed.

Therefore, even if integrating the ratio Rio or differential value Dioof the same number of samples N acquired at the time of engine operatingstates of the same conditions, if there is variation in the responsespeeds of the exhaust temperature sensors 53 and 54, the value of theintegrated value IRio or integrated value IDio ends up changing. Forthis reason, if there is variation in the response speeds of the exhausttemperature sensors 53 and 54, the values of the suitable thresholdvalues to be set for judging if the removed state has occurred (valuesof predetermined threshold value IRth and predetermined threshold valueIth) will also end up changing.

FIG. 25A is a view showing how the value which should be set as thepredetermined threshold value IRth changes due to variation in theresponse speeds of the exhaust temperature sensors 53 and 54 ifcomparing the integrated value IRio of the ratio Rio with apredetermined threshold value IRth to judge if the state is a removedstate.

As shown in FIG. 25A, if making a suitable predetermined threshold valueIRth for when the response speeds of the exhaust temperature sensors 53and 54 are the average level response speeds the reference value, if theresponse speed of the first exhaust temperature sensor 53 was slowerthan the average level response speed and the response speed of thesecond exhaust temperature sensor 54 was faster than the average levelresponse speed, the value to be set as the predetermined threshold valueIRth becomes larger than the reference value. This is because if theresponse speed of the first exhaust temperature sensor 53 becomes slowerthan the average level response speed, the rate of change over time Ainof the first exhaust temperature becomes relatively small, while if theresponse speed of the second exhaust temperature sensor 54 becomesfaster than the average level response speed, the rate of change overtime Aout of the second exhaust temperature becomes relatively large, sothe value of the ratio Rio tends to become relatively large.

Further, conversely, if the response speed of the first exhausttemperature sensor 53 is faster than the average level response speedand the response speed of the second exhaust temperature sensor 54 isslower than the average level response speed, the value to be set as thepredetermined threshold value IRth becomes smaller than the referencevalue. This is because if the response speed of the first exhausttemperature sensor 53 is faster than the average level response speed,the rate of change over time Ain of the first exhaust temperaturebecomes relatively large, while if the response speed of the secondexhaust temperature sensor 54 becomes slower than the average levelresponse speed, the rate of change over tune Aout of the second exhausttemperature becomes relatively small, so the value of the ratio Riotends to become relatively small.

FIG. 25B is a view showing how the value to be set as the predeterminedthreshold value Ith changes due to variation in the response speeds ofthe exhaust temperature sensors 53 and 54 in the case of comparing theintegrated value IDio of the differential value Dio with thepredetermined threshold value Ith to judge if the state is a removedstate.

As shown in FIG. 25B, if making a suitable predetermined threshold valueIth for when the response speeds of the exhaust temperature sensors 53and 54 were average level response speeds the reference value, if theresponse speed of the first exhaust temperature sensor 53 was slowerthan the average level response speed and the response speed of thesecond exhaust temperature sensor 54 was faster than the average levelresponse speed, the value to be set as the predetermined threshold valueIth becomes smaller than the reference value. This is because if theresponse speed of the first exhaust temperature sensor 53 becomes slowerthan the average level response speed, the rate of change over time Ainof the first exhaust temperature becomes relatively small, while if theresponse speed of the second exhaust temperature sensor 54 becomesfaster than the average level response speed, the rate of change overtime Aout of the second exhaust temperature becomes relatively large, sothe value of the differential value Dio tends to become relativelysmall.

Further, conversely, if the response speed of the first exhausttemperature sensor 53 was faster than the average level response speedand the response speed of the second exhaust temperature sensor 54 wasslower than the average level response speed, the value to be set as thepredetermined threshold value Ith becomes larger than the referencevalue. This is because if the response speed of the first exhausttemperature sensor 53 becomes faster than the average level responsespeed, the rate of change over time Ain of the first exhaust temperaturebecomes relatively large, while if the response speed of the secondexhaust temperature sensor 54 becomes slower than the average levelresponse speed, the rate of change over time Aout of the second exhausttemperature becomes relatively small, so the value of the differentialvalue Dio tends to become relatively large.

If in this way there is variation in the response speeds of the exhausttemperature sensors 53 and 54, the suitable values of threshold valuesto be set for judging if the state is a removed state (values ofpredetermined threshold value IRth and predetermined threshold valueIth) change. Further, the values of these threshold values are usuallydetermined based on the ratio Rio or differential value Dio obtainedwhen the response speeds of the exhaust temperature sensors 53 and 54were the average level response speeds. For this reason, for example, ifthere is variation in the response speeds of the exhaust temperaturesensors 53 and 54 and value of the ratio Rio or the differential valueDio becomes relatively small or large, the accuracy of judgment ofwhether the state is a removed state falls.

As a method for solving such a problem, for example, it may beconsidered to perform learning of the response speeds of the exhausttemperature sensors 53 and 54 and, based on the results of learning,correct the rate of change over time Ain of the first exhausttemperature or the rate of change over time Aout of the second exhausttemperature to the rate of change over time Ain of the first exhausttemperature or the rate of change over time Aout of the second exhausttemperature for which the response speeds of the exhaust temperaturesensors 53 and 54 were the average level response speeds.

However, to perform learning of the first exhaust temperature sensor 53and the response speed of the second exhaust temperature sensor 54 withgood accuracy, it is necessary to compare the first exhaust temperaturesensor 53 and the response speed of the second exhaust temperaturesensor 54 under the same conditions.

At this time, the first exhaust temperature basically depends on theengine operating state, so in comparing the response speed of the firstexhaust temperature sensor 53 under the same conditions, it issufficient to detect the response speed of the first exhaust temperaturesensor 53 at the time of a certain limited engine operating state.However, the second exhaust temperature is affected by the temperatureof the PM trapping device 50 in addition to the engine operating state,so even if detecting the response speed of the second exhausttemperature sensor 54 at the time of a certain limited engine operatingstate, sometimes the temperature of the PM trapping device 50 at thattime will differ. For this reason, for the second exhaust temperaturesensor 54, it is difficult to compare the response speed under the sameconditions.

Therefore, in the present embodiment, it was decided to perform learningof only the response speed of the first exhaust temperature sensor 53and, based on the results of learning, correct only the rate of changeover time Ain of the first exhaust temperature to the rate of changeover time Ain of the first exhaust temperature in the case where theresponse speed of the first exhaust temperature sensor 53 was theaverage level response speed.

FIG. 26 is a flow chart explaining learning control according to thepresent embodiment for learning of the response speed of the firstexhaust temperature sensor 53.

At step S151, the electronic control unit 200 performs processing forlearning condition judgment for judging if the learning condition foraccurately learning of the response speed of the first exhausttemperature sensor 53 stands. Below, details of the processing forlearning condition judgment will be explained with reference to FIG. 27.

FIG. 27 is a flow chart for explaining details of processing forlearning condition judgment.

At step S1511, the electronic control unit 200 judges if the internalcombustion engine 100 has finished being warmed up. This is becausebefore the internal combustion engine 100 finishes being warmed up, theexhaust pipe 22 is not warmed and the first exhaust temperature isliable to end up changing due to the effect of radiation of heat fromthe exhaust pipe 22. If the internal combustion engine 100 finishesbeing warmed up, the electronic control unit 200 proceeds to theprocessing of step S1512. On the other hand, if the internal combustionengine 100 has not finished being warmed up, the electronic control unit200 proceeds to the processing of step S1514.

Note that in the present embodiment, if the integrated value IGa of theflow rate of intake air Ga from when starting the internal combustionengine 100 is the first integrated value IGa_th1 or more, the electroniccontrol unit 200 judges that the internal combustion engine 100 hasfinished being warmed up, but in place of this or together with this,for example, it is also possible to judge that the temperature of thecooling water for cooling the engine body 10 has become a predeterminedtemperature or more and judge if the internal combustion engine 100 hasfinished being warmed up.

At step S1512, the electronic control unit 200 judges if the time isthat of acceleration where a certain constant condition is satisfied. Itis first judged whether the time is that of acceleration in this waybecause at the time of acceleration, the change of temperature of thefirst exhaust temperature (temperature rise) tends to become largerwhich makes it suitable for detecting a difference in change oftemperature due to a difference in the response speed of the firstexhaust temperature sensor 53. Further, the time is limited to that ofacceleration where a certain constant condition is satisfied from amongthe times of acceleration because even at the time of acceleration, if acondition of acceleration (for example, engine operating state beforeacceleration, engine operating state at the time of acceleration, etc.)differs, the rate of change over time of the first exhaust temperatureAi will end up changing and the accuracy of learning will end updeteriorating.

In the present embodiment, the electronic control unit 200 judges if thefirst exhaust temperature at the time of start of acceleration (beforeacceleration) falls within a predetermined range (for example, a rangeof 250[° C.] to 350[° C.]), whether the flow rate of intake air Ga atthe time of acceleration falls within a predetermined range (forexample, a range of 20[g/s] to 25[g/s]) etc. and, if these conditionsare satisfied, proceeds to the processing of step S1513. On the otherhand, if these conditions do not stand, the routine proceeds to theprocessing of step S1514. Note that, in the case of an engineintermittent operation vehicle, as an above-mentioned condition,judgment of whether the engine stopping time Ts is a time ofacceleration after a predetermined time may also be added.

At step S1513, the electronic control unit 200 sets the learningcondition standing flag F4 to “1”.

At step S1514, the electronic control unit 200 sets the learningcondition standing flag F4 to “0”.

Returning to FIG. 26, at step S152, the electronic control unit 200judges if the learning condition standing flag F4 has been set to “1”.The learning condition standing flag F4 is a flag which is set to “1” or“0” in processing for judgment of the learning condition. The learningcondition standing flag F4 is set to an initial value of “0”. When it isjudged in the processing for judgment of the learning condition that thelearning condition stands, it is set to “1”. If the learning conditionstanding flag F4 has been set to “1”, the electronic control unit 200proceeds to the processing of step S153. On the other hand, if thelearning condition standing flag F4 has been set to “0”, the electroniccontrol unit 200 proceeds to the processing of step S154.

At step S153, the electronic control unit 200 calculates the rate ofchange over time Ain of the first exhaust temperature (=first order timederivative of first exhaust temperature) and the time derivative Ain′ ofthe rate of change over time Ain (=second order time derivative of firstexhaust temperature) based on the detection value of the first exhausttemperature sensor 53.

At step S154, the electronic control unit 200 judges if the previousvalue of the learning condition standing flag F4 was “1”. That is, itjudges if the learning condition stood up to right before and whetherthe rate of change over time Ain of the first exhaust temperature andthe time derivative Ain′ of the rate of change over time Ain wereacquired. If the previous value of the learning condition standing flagF4 was “1”, the electronic control unit 200 proceeds to the processingof step S155. On the other hand, if the previous value of the learningcondition standing flag F4 was “0”, the electronic control unit 200 endsthe current processing.

At step S155, the electronic control unit 200 acquires as the learninguse rate of change over time LAin the rate of change over time Ain atwhich the time derivative Ain′ becomes maximum from the rates of changeover time Ain of the first exhaust temperature acquired in the timeperiod during which the learning condition stood. This is because at thetiming when the speed of response to a temperature change becamegreatest, the difference in response due to a difference in the speed ofresponse of the first exhaust temperature sensor 53 tends to greatlyappear.

At step S156, the electronic control unit 200 calculates the learningcoefficient LC based on the learning use rate of change over time LAin.The specific method of calculation of this learning coefficient LC willbe explained while referring to FIG. 28.

FIG. 28 is a view showing, for each first exhaust temperature at thetime of start of acceleration, the difference of the learning use rateof change over time LAin when acquiring the rate of change over time Ainwhere the time derivative Ain′ becomes maximum as the learning use rateof change over time Lain for each response speed of first exhausttemperature sensor 53 from among the rates of change over time Ain ofthe first exhaust temperature acquired at the time of acceleration wherecertain constant conditions explained above were satisfied.

As shown in FIG. 28, regardless of the response speed of the firstexhaust temperature sensor 53, the higher the first exhaust temperatureat the start of acceleration, the smaller the learning use rate ofchange over time LAin.

On the other hand, if comparing the learning use rate of change overtime LAin in the case where the response speed of the first exhausttemperature sensor 53 is the average level response speed and thelearning use rate of change over time LAin in the case where theresponse speed of the first exhaust temperature sensor 53 is slower thanthe average level response speed, the differential value of thesebecomes generally constant regardless of the first exhaust temperatureat the time of start of acceleration. Further, even if comparing thelearning use rate of change over time LAin in the case where theresponse speed of the first exhaust temperature sensor 53 is the averagelevel response speed and the learning use rate of change over time LAinin the case where the response speed of the first exhaust temperaturesensor 53 is faster than the average level response speed, thedifferential value of these becomes generally constant regardless of thefirst exhaust temperature at the time of start of acceleration.

Therefore, if finding the learning use rate of change over time LAin inthe case where the response speed of the first exhaust temperaturesensor 53 is the average level response speed for each first exhausttemperature at the time of start of acceleration as the reference rateof change over time LAin b in advance by experiments etc., it ispossible to calculate the differential value of the reference rate ofchange over time LAin_b corresponding to the first exhaust temperatureat the time of start of acceleration and the acquired learning use rateof change over time LAin.

Further, in the present embodiment, based on the thus calculated currentdifferential value and the past calculated differential values, theaverage value of the differential values calculated up to now iscalculated as the learning coefficient LC. Due to this, by adding thislearning coefficient LC to the rate of change over time Ain of the firstexhaust temperature, it is possible to correct the rate of change overtime Ain of the first exhaust temperature to the rate of change overtime Ain in the case where the response speed of the first exhausttemperature sensor 53 was an average level response speed.

FIG. 29 is a flow chart for explaining details of processing for removaljudgment according to the present embodiment. Note that in FIG. 29, thecontents of the processing from step S51 to step S58 and the contents ofthe processing from step S131 to step S133 are contents similar to theprocessing explained above in the first embodiment and the ninthembodiment, so here explanations will be omitted.

At step S161, the electronic control unit 200 adds the learningcoefficient LC to the rate of change over time Ain of the first exhausttemperature calculated at step S51 to correct it to the rate of changeover time Ain when the response speed of the first exhaust temperaturesensor 53 was the average level response speed.

According to the present embodiment explained above, it is possible tolearn the response speed of the first exhaust temperature sensor 53 and,based on the learning results, correct the rate of change over time Ainof the first exhaust temperature to the rate of change over time Ain ofthe first exhaust temperature when the response speed of the firstexhaust temperature sensor 53 was the average level response speed. Forthis reason, it is possible to reduce the effect of variation of theresponse speed of the first exhaust temperature sensor 53, so it ispossible to keep the accuracy of judgment of whether the state is aremoved state from deteriorating due to variation in the response speedof the first exhaust temperature sensor 53.

12th Embodiment

Next, a 12th embodiment of the present invention will be explained. Thepresent embodiment differs from the above embodiments in the contents ofthe processing for run condition judgment. Below, the points ofdifference will be focused on in the explanation.

In the above-mentioned 11th embodiment, if there is variation in theresponse speeds of the exhaust temperature sensors 53 and 54, the valuesof the ratio Rio and the differential value Dio will vary and theaccuracy of judgment of whether the state is a removed state will fall,so the response speed of the first exhaust temperature sensor 53 waslearned so as to keep accuracy of judgment of whether the state is aremoved state from falling.

As opposed to this, the inventors engaged in intensive research and as aresult discovered that even if there is variation in the response speedsof the exhaust temperature sensors 53 and 54, there is a timing at whichthe variation in the values of the ratio Rio and the differential Diobecomes smaller. Therefore, in the present embodiment, it was decided tocalculate the ratio Rio or differential value Dio based on the firstexhaust temperature and the second exhaust temperature detected at sucha timing so as to keep the accuracy of judgment as to whether the stateis a removed state from falling.

FIG. 30A and FIG. 30B are time charts showing for each speed of responseof the exhaust temperature sensors 53 and 54 the changes in temperatureof the first exhaust temperature and the second exhaust temperature etc.at the time of acceleration when the internal combustion engine 100 isbeing operated in a normal state where the PM trapping device 50 is notremoved.

Note that, in (A) and (B) of FIG. 30A and FIG. 30B, the regular linesshow the temperature change and rate of change over time Ain of thefirst exhaust temperature. Further, among the regular lines, the solidlines, broken lines, and one-dot chain lines respectively show the casewhere the response speed of the first exhaust temperature sensor 53 wasthe average response speed, the case where it was faster than theaverage level response speed, and the case where it was slower than theaverage level response speed. Further, the bold lines show thetemperature change of the second exhaust temperature and the rate ofchange over time Aout. Further, among the bold lines, the solid lines,broken lines, and one-dot chain lines respectively show the case wherethe response speed of the second exhaust temperature sensor 54 was theaverage response speed, the case where it was faster than the averagelevel response speed, and the case where it was slower than the averagelevel response speed.

Further, (C) of FIG. 30A shows the ratio Rio calculated based on therate of change over time Ain of the first exhaust temperature and therate of change over time Aout of the second exhaust temperature, while(C) of FIG. 30B shows the differential value Dio calculated based on therate of change over time Ain of the first exhaust temperature and therate of change over time Aout of the second exhaust temperature.

Further, at (C) of FIG. 30A and FIG. 30B, the solid lines show the ratioRio and the differential value Dio in the case where the response speedsof the exhaust temperature sensors 53 and 54 are respectively theaverage level response speeds. The broken lines show the ratio Rio andthe differential value Dio when the response speed of the first exhausttemperature sensor 53 is faster than the average level response speedand the response speed of the second exhaust temperature sensor 53 isslower than the average level response speed. The one-dot chain linesshow the ratio Rio and the differential value Dio when the responsespeed of the first exhaust temperature sensor 53 is slower than theaverage level response speed and the response speed of the secondexhaust temperature sensor 53 is faster than the average level responsespeed.

As shown in (B) of FIG. 30A and FIG. 30B, it is learned that even ifthere is variation in the response speed of the first exhausttemperature 53, there is a timing at which the rate of change over timeAin of the first exhaust temperature becomes generally the same valueregardless of the response speed and that further, similarly, even ifthere is variation in the response speed of the second exhausttemperature 54, there is a timing at which the rate of change over timeAout of the second exhaust temperature becomes generally the same valueregardless of the response speed. Further, as shown in (C) of FIG. 30Aand FIG. 30B, it is learned that the ratio Rio and the differentialvalue Dio calculated at this timing become substantially the same valuesregardless of the response speeds.

Therefore, if calculating the ratio Rio or the differential value Diobased on the first exhaust temperature and the second exhausttemperature detected at this timing, even if there is variation in theresponse speeds of the exhaust temperature sensors 53 and 54, it will bepossible to reduce the variation in the value of the ratio Rio or thedifferential value Dio. As a result, even if there was variation in theresponse speeds of the exhaust temperature sensors 53 and 54, it ispossible to keep the accuracy of judgment of whether the state is aremoved state from being liable to fall.

Note that, the fact that regardless of the response speeds of theexhaust temperature sensors 53 and 54, there will be a timing at whichrate of change over time Ain of the first exhaust temperature and therate of change over time Aout of the second exhaust temperature becomegenerally the same values can be derived from a mathematical equationsuch as the following:

That is, as shown in FIG. 31, if designating as T(t) the exhausttemperature at a certain tune “t” detected by an exhaust temperaturesensor having the same structure as the exhaust temperature sensors 53and 54 when the temperature around that exhaust temperature sensor risesfrom a predetermined first temperature T1 (corresponding to exhausttemperature at start of acceleration) to a second temperature T2(corresponding to exhaust temperature at end of acceleration, theexhaust temperature T(t) can be expressed by the following formula (5)defining the response time constant of the exhaust temperature sensor as“τ”:

$\begin{matrix}\left\lbrack {{Mathematical}\mspace{14mu} 1} \right\rbrack & \; \\{{T(t)} = {{\left( {{T2} - {T1}} \right)\left( {1 - e^{\frac{t}{\tau}}} \right)} + {T\; 1}}} & (5)\end{matrix}$

Therefore, the rate of change over time of the exhaust temperature at acertain time “t” (that is, dT(t)/dt) becomes as shown in the followingformula (6):

$\begin{matrix}\left\lbrack {{Mathematical}\mspace{14mu} 2} \right\rbrack & \; \\{\frac{{dT}(t)}{dt} = {\frac{{T\; 2} - {T\; 1}}{\tau} \times e^{\frac{t}{\tau}}}} & (6)\end{matrix}$

Further, FIG. 32 is a view showing calculation of the rate of changeover time of the exhaust temperature at a certain time “t” for eachresponse time constant when the temperature around the exhausttemperature sensor rises from 200[° C.] to 400[° C], 600[° C], or 800[°C.] and the rate of change over time of the exhaust temperature at acertain time “t” for each response time constant when the temperaturearound the exhaust temperature sensor rises from 400[° C.] to 600[° C.]or 800[° C.] based on this formula (6).

Note that, in FIG. 32, the response time constant τ1 is the responsetime constant in the case where the response speed of the exhausttemperature sensor is an average level response speed. The response timeconstant τ2 is the response time constant in the case where the responsespeed of the exhaust temperature sensor is faster than the average levelresponse speed.

The response time constant τ3 is the response time constant in the casewhere the response speed of the exhaust temperature sensor is slowerthan the average level response speed.

As shown in FIG. 32, it will be understood that even if there isvariation in the response speeds of the exhaust temperature sensors oreven if the temperature difference between the first temperature T1 andthe second temperature T2 differ, the rate of change over time of theexhaust temperature becomes the same value at generally the same timing.

Here, regardless of the response speeds of the exhaust temperaturesensors 53 and 54, the timing when the rate of change over time Ain ofthe first exhaust temperature and the rate of change over time Aout ofthe second exhaust temperature become generally the same value, as willbe understood from FIG. 30A or FIG. 30B, may for example by made afterthe elapse of a predetermined time from the tune of start ofacceleration.

Further, as will be understood from FIG. 30A or FIG. 30B, regardless ofthe response speeds of the exhaust temperature sensors 53 and 54, thetimings where the rates of change over time of the exhaust temperaturesAin and Aout reach inflection points (timing when slants of rates ofchange over time change from positive to negative), that is, timingswhen time derivative values Ain′ (=second order time derivative of firstexhaust temperature) and Aout′(=second order time derivative of secondexhaust temperature) of rates of change over time Ain and Aout becomezero are generally the same, so the timings may also be made after theelapse of a predetermined time.

Therefore, in the present embodiment, it was decided to calculate theratio Rio or the differential value Dio based on the first exhausttemperature and the second exhaust temperature detected when apredetermined time has elapsed from the timing used as the reference(that is, for example, the time of start of acceleration or the timingat which the second order time derivative of the exhaust temperature ofthe different exhaust temperatures becomes zero).

FIG. 33 is a flow chart for explaining details of processing for nmcondition judgment according to the present embodiment. Note that inFIG. 33, the contents of the processing from step S31 to step S35 andthe processing of step S81 are contents similar to the processingexplained above in the first embodiment etc., so here explanations willbe omitted.

At step S171, the electronic control unit 200 judges if the time is thatof acceleration satisfying a certain condition. In the presentembodiment, the electronic control unit 200 judges if the time is thatof acceleration (transition) where the flow rate of intake air Gabecomes a predetermined flow rate or more within a predetermined timefrom when the flow rate of intake air Ga of the internal combustionengine 100 increases. The electronic control unit 200 proceeds to theprocessing of step S172 if the time is that of acceleration satisfying acertain condition. On the other hand, if the time is not that ofacceleration satisfying a certain condition, the electronic control unit200 proceeds to the processing of step S35.

Note that, the state of acceleration is limited in this way for thefollowing reason. That is, in the later explained step S172, in judgingwhether the timing is that at which a predetermined time lag has elapsedfrom the reference timing, it is necessary to find the time lag inadvance by experiments etc. If the state of acceleration differs, thistime lag also changes. Therefore, the state of acceleration is limitedso as to enable this time lag to be unambiguously determined.

At step S172, the electronic control unit 200 judges if the timing isthat after a predetermined time lag elapses from a reference timing. Thereference timing, as explained above, for example, can also be made theacceleration start timing and can also be made the timing when thesecond order time derivative of the exhaust temperatures becomes zero.If the timing is one where the predetermined time lag has elapsed fromthe reference timing, the electronic control unit 200 proceeds to theprocessing of step S34. On the other hand, if the timing is not onewhere the predetermined time lag has elapsed from the reference timing,the electronic control unit 200 proceeds to the processing of step S35.

The judgment part according to the present embodiment explained above isfurther configured to judge if the state is a removed state based on thedifference of the rate of change over time Ain of the first exhausttemperature and the rate of change over time Aout of the second exhausttemperature when a predetermined condition stands. Further, in thepresent embodiment, as a predetermined condition, the state being atransitional one in which the flow rate of intake air Ga of the internalcombustion engine 100 becomes a predetermined flow rate or more within apredetermined time from when the flow rate of intake air Ga increasesand being one where a predetermined time lag has elapsed from changingto the transitional state or the state being a transitional one in whichthe flow rate of intake air Ga of the internal combustion engine 100becomes a predetermined flow rate or more within a predetermined timefrom when the flow rate of intake air Ga increases and being one where apredetermined time lag has elapsed from when the time derivative Ain′ ofthe rate of change over time Ain of the first exhaust temperature hasbecome zero at the time of the transitional state.

As explained above, by calculating the ratio Rio or the differentialvalue Dio based on the first exhaust temperature and the second exhausttemperature detected at this timing, even if there is variation in theresponse speeds of the exhaust temperature sensors 53 and 54, it ispossible to reduce the variation in the values of the ratio Rio and thedifferential value Dio. As a result, even if there is variation in theresponse speeds of the exhaust temperature sensors 53 and 54, it ispossible to keep the accuracy of judgment of whether the state is aremoved state from falling.

13th Embodiment

Next, a 13th embodiment of the present invention will be explained. Thisembodiment differs from the above embodiments in the contents of theprocessing for run condition judgment. Below, the points of differencewill be focused on in the explanation.

At the time of acceleration, different from the time of deceleration,load fluctuation easily occurs due to operation of the accelerator pedalby the driver. As a result, sometimes the first exhaust temperature doesnot uniformly rise, but rises once, then falls, then again rises.Therefore, if acquiring the ratio Rio or the differential value Dio atsuch a time of acceleration when the engine operating state is unstable,the ratio Rio or the differential value Dio will easily vary and theaccuracy of the judgment of whether the state is a removed state isliable to fall.

Further, if acquiring the ratio Rio or differential value Dio at thetime of acceleration, if the PM trapping device 50 becomes high intemperature, the heat of the exhaust will not be robbed by the PMtrapping device 50 and the temperature difference between the firstexhaust temperature and the second exhaust will become smaller, so theaccuracy of the judgment of whether the state is a removed state isliable to fall.

Therefore, in the present embodiment, if judging if the state is aremoved state at the time of acceleration, in such a scene, it is deemedthat the nm condition does not stand. Below, referring to FIG. 34,details of this processing for nm condition judgment according to thepresent embodiment will be explained.

FIG. 34 is a flow chart for explaining details of processing for nmcondition judgment according to the present embodiment. Note that inFIG. 34, the contents of the processing from step S31 to step S35, theprocessing of step S81, and the processing of step S141 are contentssimilar to the processing explained above in the first embodiment etc.,so here explanations will be omitted.

At step S181, the electronic control unit 200 judges whether the engineoperating state is stable. In the present embodiment, the electroniccontrol unit 200 judges if the time derivative Ain′ of the rate ofchange over time Ain of the first exhaust temperature (=second ordertime derivative of first exhaust temperature) falls within apredetermined range having zero as its center value. If the second ordertime derivative Ain′ of the first exhaust temperature falls within thepredetermined range, it judges that the engine operating state is stableand proceeds to the processing of step S34. This is because when theinitial period of acceleration/deceleration or other momentary extent ofload fluctuation is large, the rate of change over time Ain of the firstexhaust temperature becomes large in slope and, as a result, the secondorder time derivative Ain′ of the first exhaust temperature becomeslarger, so if the second order time derivative Ain′ of the first exhausttemperature falls within a predetermined range having zero as its centervalue, it is possible to judge that the extent of load fluctuation issmall and the engine operating state is stable.

At step S182, the electronic control unit 200 judges if processing forburning off the PM inside the PM trapping device (so-called processingfor PM regeneration) might be being performed. If not during processingfor PM regeneration, the routine proceeds to the processing of step S34,while if during processing for PM regeneration, the routine proceeds tothe processing of step S35. This is because if during processing for PMregeneration, the PM trapping device 50 becomes particularly high intemperature, so if ending up judging if the state is a removed stateduring processing for PM regeneration, the heat of the exhaust is notrobbed by the PM trapping device 50, the temperature difference betweenthe first exhaust temperature and the second exhaust becomes smaller,and the accuracy of judgment of whether the state is a removed statefalls.

According to the present embodiment explained above, at the transitiontime when the flow rate of intake air Ga of the internal combustionengine 100 becomes a predetermined flow rate or more, the timederivative Ain′ of the rate of change over time Ain of the first exhausttemperature ending up falling in a predetermined range including zeroand the engine not being in the middle of processing for PM regenerationare added to the predetermined conditions when judging if the state is aremoved state.

Due to this, even at the time of acceleration when fluctuations in loadeasily occur, it is possible to judge if the state is a removed state atthe time of stable operating conditions. Further, at the time ofacceleration, it is possible to prevent it being judged if the state isa removed state during processing for PM regeneration when the PMtrapping device 50 becomes particularly high in temperature. Therefore,at the time of acceleration, it is possible to improve the accuracy ofjudgment at the time of judging if the state is a removed state.

Above, embodiments of the present invention were explained, but theembodiments only show part of the examples of application of the presentinvention and are not meant to limit the technical scope of the presentinvention to the specific configurations of the above embodiments.

For example, in the embodiments, removal of the PM trapping device 50 asthe exhaust after-treatment system 30 was detected, but, for example, asimilar technique may be used to detect removal of the catalyst device40. That is, removal of a device having a certain degree of heatcapacity attached to the exhaust pipe 22 can also be detected by themethod explained in the above embodiments.

1. A control device for an internal combustion engine, the internalcombustion engine comprising: an engine body; and an exhaustafter-treatment system installed in an exhaust passage of the enginebody, wherein the control device comprises: a first exhaust temperaturecalculation part configured to calculate a temperature of exhaustflowing into the exhaust after-treatment system as a first exhausttemperature; a second exhaust temperature calculation part configured tocalculate a temperature of exhaust flowing out from the exhaustafter-treatment system as a second exhaust temperature; a rate of changeover time calculation part configured to calculate a rate of change overtime of the first exhaust temperature and a rate of change over time ofthe second exhaust temperature; and a judgment part configured to judgeif the exhaust after-treatment system is in a removed state removed fromthe exhaust passage based on a difference between the rate of changeover time of the first exhaust temperature and the rate of change overtime of the second exhaust temperature, wherein the judgment part isconfigured to: judge a state is the removed state if an integratedvalue, which is obtained by integrating a certain number or more ofvalues of a differential value between an absolute value of the rate ofchange over time of the first exhaust temperature and an absolute valueof the rate of change over time of the second exhaust temperature, isless than a predetermined threshold value; and perform the judgment onwhether a state is the removed state when a predetermined conditionstands, as the predetermined condition, regeneration processing forburning off PM in the exhaust after-treatment system not being performedat the transition time when the flow rate of intake air of the internalcombustion engine becomes a predetermined flow rate or more beingincluded.